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REPORT 


OW  THE 

ST.  LAWRENCE  AND  ATLANTIC  RAIL. ROAD, 

ITS  INFLUENCE  ON  THE 

TRADE  OF  THE  ST.  LAWRENCE, 

AND 


STATISTICS  OF  THE  COST  AND  TR'AFFIC 

OF  THE 

NEW  YOEK  AND  MASSACHUSETTS  RAIL-ROADS, 

BY  A.  C. JIORTON, 

CIVIL  ENGINEER. 


6 


MONTREAL: 


PRINTED  AT  THE  CANADA  GAZETTE  OFFICE. 

1849. 


RE-PRINTED  AT  PORTLAND: 

C.  W.  PENNELL  & CO. , PRINTERS. 


APPENDIX. 

Note  A. — Tabular  Statement  of  the  Length,  Cost,  Receipts,  Expenses  and 
Net  Income  of  the  principal  Rail-roads  in  the  State  of  Massa- 
chusetts for  1847. 

Note  B. — Tabular  Statement  of  the  Length,  Cost,  Receipts,  Expenses  and 
Net  Income  of  several  Rail-roads  in  the  State  of  New  York, 
for  1845,  1846,  and  1847. 

Note  C. — Statement  shewing  the  increase  of  Passengers  and  Freight  by 
the  establishment  of  Rail-ways. 

Note  D. — Statement  shewing  the  increased  Revenue  on  various  Rail-roads 
in  the  United  States. 

Note  E. — Statement  of  the  amount  of  aid  extended  to  various  Rail-road 
Corporations  by  the  States’of  Massachusetts  and  New  York. 

Note  F. — Statement  of  the  tonnage,  and  its  value,  on  the  New  York 
Canals,  from  1842  to  1847  inclusive. 

Note  G. — Statement  of  the  value  of  Lake  Commerce — 1847. 

Note  H. — Statement  shewing  the  effects  of  internal  improvement  on  the 
value  of  property. 

Note  I.  — Cost  and  Returns  of  Rail-roads  in  the  State  of  New  York  in 
1848.  Receipts  of  Bread-stuffs  in  Boston  in  1847  and  1848. 
Value  of  produce  transported  on  New  York  Canals  in  1848. 


' iOTU 


REPORT 


ON  THE 


ST.  LAWRENCE  AND  ATLANTIC  RAIL -ROAD, 


&c.  See. 


Hon.  a.  N.  MORIN, 


Montreal,  10th  March,  1849. 


President  of  the  St.  Lawrence  and  Atlantic  Rail-Road  Company. 


Sir, 

As  the  Corporation  over  which  you  preside  is  an  applicant  for  Govern- 
ment aid,  upon  which,  in  the  absence  of  other  means,  you  must  mainly 
depend  for  the  further  extension  of  y«ur  road,  it  is  regarded  of  much  im- 
portance that  all  information  tending  to  establish  its  character  as  an  enter- 
prise worthy  the  confidence  of  capitalists,  and  well  deserving  the  favorable 
consideration  of  the  Government,  should  be  laid  before  the  public. 

My  connection  with  the  work  led  me,  at  an  early  date,  to  an  investigation 
of  its  merits  and  its  claims  upon  the  public  for  support ; and  in  the  hope 
that  I may  contribute  some  useful  information  in  addition  to  that  published 
in  the  valuable  Reports  of  the  Company,  I beg  leave  to  submit  some  general 
observations  relative  to  the  commencement  and  progress  of  the  enterprise — 
its  present  state — its  connection  with  other  works,  and  the  probable  revenue 
that  will  be  derived  from  its  business. 


ACT  OF  INCORPORATION,  &c. 


C 


A 


t 


The  Act  incorporating  the  St.  Lawrence  and  Atlantic  Rail-Road  Company 
was  passed  March,  1845,  which  authorizes  the  construction  of  “a  Rail-road 
from  the  River  St.  Lawrence,  as  nearly  opposite  the  City  of  Montreal  as 
may  be  found  desirable  in  the  general  direction  of  St.  Hyacinthe  and  Sher- 
brooke, to  the  Boundary  Line  between  this  Province  and  the  United  States 
of  America,  at  such  point  or  place  of  the  said  boundary  line  near  the  Con- 
necticut River  as  that  the  said  Rail-Road  may  best  connect  with  the  Atlantic 
and  St.  Lawrence  Rail-Road  to  be  constructed  from  Portland  in  the  State  of 
Maine,  to  the  said  boundary  Line,  there  to  connect  with  the  said  Rail-Road 
hereby  authorized  to  be  made  and  completed;”  and  it  further  authorizes  the 
construction  of  two  branches  to  the  main  line,  to  wit:  one  located  on  the 
south  side  of  the  St.  Lawrence  to  a point  opposite  the  City  of  Quebec, 
and  the  other  to  the  Boundary  Line  in  the  Township  of  Stanstead,  or  else- 
where in  the  County  of  Stanstead,  with  a view  to  uniting  the  same  with 
any  Rail-Road  which  may  be  constructed  in  Vermont. 

The  Charter  as  a whole  may  be  regarded  as  comprehensive  and  liberal 
in  all  its  provisions,  affording  inducements  for  advantageous  investments  by 
capitalists,  while  at  the  same  time  the  rights  and  privileges  of  the  public 
are  fully  guarded  and  protected^ 


P 


4 


As  the  Act  contemplates  that  your  Road  shall  connect  with  a Road  to  be 
constructed  from  the  Boundary  Line  to  Portland,  the  two  forming  one  con- 
tinuous line  to  the  Seaboard,  it  is  proper  to  remark  that  the  Legislature  of 
the  State  of  Maine  also,  during  their  session  of  1845,  had  previously  passed 
an  Act,  similar  in  its  provisions  with  your  Act,  incorporating  a Company 
under  the  title  of  the  “Atlantic  and  St.  Lawrence  Rail-Road  Company,”  for 
the  [)urpose  of  constructing  a Rail-Road  from  Portland  to  the  Boundary 
Line,  there  to  connect  with  your  Road.  By  the  two  Acts  the  entire  line 
between  the  St.  Lawrence  and  the  Seaboard  is  placed  under  the  control  of 
only  two  Corporations. 

Under  these  Acts  the  requisite  stock  was  subscribed — the  two  Corpora-  ' 
tions  organized — and  the  explorations,  surveys  and  locations  commenced 
nearly  simultaneously  at  both  ends  of  the  line. 

Early  explorations  on  the  part  of  the  American  Corporation  indicated 
that  there  are  three  feasible  routes  approaching  the  Boundary,  and  that  these 
in  })art  would  pass  through  portions  of  the  States  of  New  Hampshire 
and  Vermont.  Jt  therefore  became  necessary  that  that  Corporation  should 
obtain  a recognition  of  its  Charter  from  those  States. 

The  Board  accordingly  made  application  to  the  constituted  authorities  of 
these  States,  and  Acts  were  passed  by  the  Legislatures  of  both,  constituting 
the  Atlantic  and  St.  Lawrence  Rail-Road  Company  a Corporation  within 
their  respective  limits,  clothing  it  with  all  necessary  authority,  and  giving 
the  control  of  the  whole  line  from  the  Atlantic  to  the  Boundary  to  one  and 
the  same  Board  of  Directors. 

A Committee  of  Directors  from  both  Corporations,  duly  authorized,  met 
in  the  spring  of  1846,  and  entered  into  an  agreement  on  the  part  of  their 
respective  companies,  subsequently  adopted  and  ratified  by  these  compa- 
nies, with  reference  to  the  execution  of  the  surveys,  the  determination  of 
the  point  of  junction  of  the  two  Roads,  and  uniformity  in  the  general  plans 
of  construction. 

This  agreement  also  provides,  that  when  the  two  Roads  are  completed 
and  open  to  the  public,  “Rules  and  Regulations  for  conducting  the  business 
of  the  Road  shall  be  adopted,  predicated  upon  the  broadest  and  most  en- 
larged principles  of  mutual  convenience  and  accommodation,  and  with  a 
view  to  advance  the  joint  and  reciprocal  interests  as  well  of  the  contracting 
parties  as  of  the  public.” 

I have  deemed  it  proper  to  allude  to  these  preliminary  measures  in  order 
that  the  public  may  be  aware  that  the  Legislatures  of  the  Province,  and  the 
several  States  through  which  the  road  is  to  pass,  have,  in  granting  these 
liberal  Charters  and  Privileges,  taken  a most  enlightened  and  comprehensive 
view  of  the  importance  of  this  great  line — that  the  friends  of  the  enterprise 
early  availed  themselves  of  these  privileges,  and  manifested  their  confidence 
in  the  undertaking  by  subscribing  liberally  to  the  stock — and  that  immediately 
after  the  organization  of  the  two  Companies,  the  Directors  of  each  proceeded 
forthwith  to  a mutual  understanding  and  agreement,  regulating  the  surveys, 
the  construction,  and  management  of  the  roads  in  such  manner  as  to  render 
them  identical  in  interest  and  virtually  but  one  Road. 

SURVEYS  AND  CHARACTERISTICS  OF  THE  ROUTE. 

In  the  spring  of  1846,  the  Engineer  Department  of  the  Company  was 
organized,  and  the  surveys  commenced  and  continued  through  the  season. 

Extensive  explorations  were  made  to  determine  the  route  generally  be- 
tween the  St.  Lawrence  and  St.  Francis  Rivers,  which  resulted  in  the  adop- 
tion of  the  most  northerly  route,  passing  through  the  village  of  St.  Hyacinthe 
and  the  Townships  of  Upton,  Acton  and  Durham,  and  reaching  the  St. 
Erancis  Valley  in  the  township  of  Melbourne. 


5 

This  being  determined,  the  location  of  the  Montreal  Division  extending  to 
St.  llyacintlie  was  commenced,  and  in  the  fall  of  18K)  comj)lcted,  and  the 
work  placed  under  contract. 

During  the  same  time,  an  ap[)roximatc  location  of  the  road  was  made 
through  the  St.  Francis  Valley,  and  also  a |)ieliminary  survey  of  one  of  the 
main  routes  crossing  the  highlands,  between  the  waters  of  the  St.  Francis 
and  Connecticut  Kivers. 

Tlie  results  of  these  explorations  and  surveys  were  the  determination  of 
the  route  for  the  road  for  a distance  of  100  miles  — an  instrumental  survey 
of  the  whole  line  from  the  St.  Lawrence  to  the  Boundary,  and  the  final 
location  of  30  miles  of  road. 

These  Surveys  indicated  that  the  route  generally  was  of  an  unusually 
favorable  character,  and  that  the  more  irregular  and  broken  grounds  to  he 
passed  over  by  the  road  were  conhned  to  a comparatively  short  distance  of 
J25  to  30  miles  near  to  or  approaching  the  Boundary — there,  from  the  con- 
formation of  the  face  of  the  country,  a variety  of  routes  were  suggested. 

In  the  Spring  of  1847,  the  surveys  w-ere  resumed  and  continued  through 
the  season,  several  subordinate  routes  and  trial  lines  were  surveyed  between 
the  Yamaska  and  St.  Francis  Valleys,  and  another  route  surveyed  to  the 
Boundary  Line. 

The  grading  for  the  first  30  miles  was  also  jiressed  forward,  and  contracts 
entered  into  for  track  timber  and  other  materials. 

During  the  season  of  1848,  the  final  location  of  the  road  was  made  to  a 
point  in  the  vicinity  of  Lennoxville,  a distance  of  about  100  miles  from  the 
St.  Lawrence  river.  A third  Survey  was  also  made  to  the  Boundary  Line. 

The  results  of  the  Surveys  of  this  last  year  are  in  a high  degree  gratifying 
to  the  friends  of  the  enterprise. 

The  total  distance  from  the  St.  Lawrence  river  to  the  seaboard,  by  the  new 
route  surveyed  on  each  side  of  the  Boundary,  is  about  5 miles  less  than  any 
other  route  previously  surveyed.  This  reduction  saves  in  distance  to  your 
road  4.67  miles,  with  more  favorable  gradients,  and  an  improvement  in  its 
general  direction. 

Gratifying  as  these  results  may  appear,  there  is  still  a reasonable  probabil- 
ity of  a further  reduction  of  the  distance  on  the  part  of  the  American  Cor- 
poration. 

The  length  of  your  road  by  tbe  last  Survey  will  be  126yVo  miles,  the 
maximum  gradients  50  feet  per  mile.  Nearly  80  per  cent,  of  the  whole 
road  will  be  level,  or  of  inclinations  not  exceeding  35  feet  per  mile. 

There  will  be  comparatively  but  a small  amount  of  curvature,  and  prob- 
ably 80  or  90  per  cent,  of  the  whole  road  will  be  straight  or  of  such  moderate 
curvature  as  to  be  nearly  equivalent  to  a straight  line. 

During  the  last  season  the  work  on  the  first  Division,  extending  to  St. 
Hyacinthe,  was  vigorously  pressed  forward,  and  the  road  completed  and 
opened  for  business  to  that  place  on  the  27th  of  December  last. 

COST  OF  ROAD. 

This  is  p subject  about  which  there  may  be  differences  of  opinion.  The 
history  of  many  of  the  public  works  of  the  country  show  that  estimates 
of  cost  have  often  fallen  far  short  of  the  final  cost  of  the  work  when  com- 
pleted. 

Hence,  in  presenting  estimates  of  a great  work,  much  caution  should  be 
observed,  and,  if  practicable,  they  should  be  based  on  the  actual  cost  of 
works  of  a similar  character  already  completed. 

The  estimated  cost  of  the  Montreal  Division,  extending  to  Acton,  45 
miles,  made  December,  1846,  amounts  to  the  sum  of  £274.000,  giving  an 
average  of  £6088  per  mile  for  the  whole  distance. 


6 


In  the  last  Annual  Report  of  the  Company,  the  cost  of  that  part  of  the 
Division  cxtcMiding  to  St.  llyacintho,  now  in  operation,  is  stated  at  £0,192 
per  mile.  This  includes  a liberal  allowance  ibr  ballastitiji?  llie  track,  and 
also  an  additional  Locomotive  Engine,  &c.,  amounting  to  £20,902,  equal  to 
£890  [)er  mile. 

There  are  certain  deductions  made  from  the  cost  of  tliis  part  of  the  Di- 
vision by  the  Directors,  for  items  properly  chargeable  to  the  whole  road,  and 
in  determining  the  amount  of  these  sums  the  Board  has  wisely  taken  a low 

sum. 

The  original  estimates  were  made  for  a single  track,  but  in  the  progress 
of  the  work  it  was  deemed  important  to  provide  for  a second  track  at  par- 
ticular points,  such  as  the  Richelieu  river  bridge  for  instance,  where  the 
masonry  is  of  sufficient  dimensions  for  a double  track.  This  course  was 
adopted  for  the  reason  that  additions  could  not  well  be  made  to  the  masonry 
hereafter  for  a second  track,  except  at  a much  greater  additional  cost,  and 
with  great  difficulty  in  obtaining  secure  foundations. 

]t  must  be  also  recollected  that  on  this  j^ortion  of  the  road  has  been 
erected  tlie  expensive  and  difficult  work,  the  Richelieu  river  bridge,  which 
cost  £22,000,  while  on  tlie  remaining  15  miles  embraced  in  the  estimate 
there  are  no  such  expensive  structures. 

Notwithstanding  these  important  considerations,  the  cost  of  this  part  of 
the  Division  per  mile,  as  stated  by  the  Directors,  is  very  nearly  the  same  as 
the  average  of  the  original  estimate  per  mile  for  the  whole  45  miles. 

While  the  remaining  15  miles  will  cost  less  per  mile  than  the  first  30,  on 
an  average,  the  final  cost  of  the  whole  45  miles,  if  constructed  in  the  man- 
ner contemplated,  will  not  exceed  tlie  original  estimate. 

I have  deemed  it  proper  to  make  these  remarks  in  explanation  of  the 
actual  cost  of  the  work  thus  far,  in  comparison  with  the  original  estimates, 
in  order  that  the  public  may  judge  what  degree  of  confidence  may  be 
attached  to  the  originally  estimated  cost  of  the  whole  road. 

Tlie  total  estimated  cost  of  the  whole  road,  determined  approximately 
from  thiC  first  preliminary  line  run  through  to  the  Boundary,  is  £850,000 
currency. 

And  altliough  by  changes  in  routes  and  plan  of  construction  this  amount 
may  be  somewhat  varied,  yet  it  is  believed  that  with  judicious  and  careful 
management  it  is  sufficiently  liberal  to  construct  the  road  in  a substantial 
manner  and  cover  all  ordinary  contingencies. 

CONNECTIONS  OF  THE  ROAD  AND  ITS  SOURCES  OF  TRADE. 

if  we  take  a survey  of  that  unrivalled  line  of  inland  navigation,  extending 
from  Montreal  to  the  far  West,  and  examine  its  character  and  position,  we 
shall  at  once  see  the  importance  of  the  connections  which  your  road  forms, 
the  superior  advantages  of  its  location,  and  the  bearing  it  has  on  the  com- 
mercial interests  of  the  Province. 

The  navigation  of  the  St.  Lawrence  from  tide  water  to  the  great  Lakes  is 
now  perfected  by  the  completion  of  a magnificent  series  of  ship  canals,  and 
vessels  carrying  three  thousand  barrels  of  flour  may  receive  their  cargoes  at 
Chicago,  or  any  of  the  Western  ports,  pass  expeditiously  and  safely  to  tide 
waters,  and  thence  to  the  ocean,  without  breaking  bulk. 

The  principal  objection  urged  against  this  route  as  a great  thoroughfiire, 
is  the  difficulties  arising  from  the  severity  of  the  climate  which  renders  the 
season  of  navigation  short  and  at  times  unsafe.  At  certain  of  these  periods 
there  is  little  or  no  competition,  and  freights  and  insurance  are  high. 

Under  these  circumstances,  all  that  is  necessary  to  give  the  St.  Lawrence 
route  the  superiority  in  every  respect,  is  a short,  cheap,  and  expeditious  com- 
munication between  Montreal  and  the  Seaboard. 


7 


Tills,  it  is  rnaintnincd,  will  bo  aocomplisliod  in  an  eminent  degree  by  the 
corniilction  of  tlie  Portland  Pail-way,  which,  from  its  favorable  position, 
rcaelu's  the  Atlantic  Coast  by  the  shortest  feasihlo  route,  with  gradients  and 
curvatures  equal  or  superior  to  most  of  the  great  leading  lines  wliieli  arc 
striving  for  the  Western  trade. 

The  first  and  most  important  connection  of  your  road,  therefore,  is  with 
the  extended,  natural  and  artificial  navigation  Ofieniiig  to  the  vast  and  fertile 
regions  of  the  West,  and  securing  to  it  in  a great  degree  the  immense  trade 
wliich  will  descend  through  the  ISt.  Lawrence  to  an  Eastern  market. 

From  the  St.  Lawrence,  your  road  pursues  an  easterly  course  until  it 
reaches  the  St.  Francis  Valley,  where  an  important  line  or  branch  rail-way 
will  diverge,  passing  down  the  valley  of  the  St.  Lawrence  to  Quebec.  This 
will  concentrate  and  draw  the  trade  to  your  main  line,  whether  it  is  designed 
for  an  Eastern  or  Western  market,  or  to  or  from  Quebec. 

Thus,  your  main  line,  while  it  accommodates  and  will  secure  the  local 
trade  of  the  Country,  and  that  between  the  cities  of  Montreal  and  Quebec, 
will  still  be  the  great  thoroughfare  between  both  cities  and  the  Atlantic 
Seaboard. 

This  will  inevitably  be  the  result,  simply  because  it  is  the  shortest  and 
cheapest  channel  through  which  this  trade  can  flow,  for  a large  portion,  if 
not  the  whole  year. 

But  in  addition  to  these  considerations  as  connected  with  the  trade  of  the 
Quebec  branch,  there  is  still  another  advantage  which  greatly  enhances  its 
value.  ^ 

When  the  great  system  of  rail-ways  for  the  Province  shall  have  been 
carried  out,  this  branch  and  a large  portion  of  your  main  line  will  then  form 
part  of  the  grand  trunk  line  from  Halifax  to  Lake  Huron. 

After  attaining  this  important  point  of  divergence  on  the  St.  Francis, 
your  road  bears  a more  southerly  course,  following  the  fertile  valley  of  this 
stream  for  a distance  of  30  miles,  when  it  arrives  at  the  point  of  divergence 
of  another  important  and  long  line  of  Rail-way  communication,  extending 
to  the  cities  of  New  York  and  Boston,  and  all  the  principal  manufacturing 
towns  of  New  England. 

The  construction  of  100  miles  on  the  part  of  American  Corporations  will 
complete  an  uninterrupted  line  to  both  of  these  cities,  which  probably  will 
be  done  as  soon  as  your  line  is  constructed  to  the  boundary. 

But  without  at  present  further  tracing  these  connections  and  the  benefits 
flowing  therefrom,  we  return  to  the  main  line,  which  from  this  point  to  the 
boundary  is  but  a continuation  of  the  same  general  course,  followed  through 
the  St.  Francis  Valley. 

Arriving  at  the  boundary,  your  line  is  taken  up  by  the  American  Corpo- 
ration and  extended  to  Connecticut  river,  thence  down  its  valley  to  the  vicinity 
of  Guildhall,  Vermont,  an  1 Lancaster,  New  Hampshire,  when  it  will  connect 
with  the  proposed  Rail-road  passing  down  through  Meredith  and  Concord 
to  Boston,  and  affording  another  line  of  communication  with  central  New 
Ham{)shire  and  that  city.  From  the  point  of  divergence  near  Lancaster,  the 
main  line  in  continuation  of  your  road  is  extended  to  tide  waters,  Portland 
Harbour,  forming  in  its  course  several  important  connections,  not  only  with 
branches  contemplated  and  in  progress,  but  with  main  trunk  lines  extending 
eastward. 

One  of  these  lines  may  be  regarded  as  an  extension  of  your  road  through 
the  heart  of  the  State  of  Maine  to  the  Province  of  New  Brunswick.  It 
diverges  from  the  Atlantic  and  St.  Lawrence  Railway  27  miles  from  Portland, 
and  extending  through  a rich  and  populous  district,  reaches  Waterville,  a 
flourishing  town  on  the  Kennebec  River,  in  a distance  of  about  55  miles. 


8 


A portion  of  this  line  is  already  in  operation,  and  the  whole  road  is  ex- 
pected to  be  completed  and  opened  for  business  to  Waterville  next  autumn. 

From  that  place  to  the  city  of  Bangor  the  road  will  be  constructed  by 
another  corporation,  and  as  there  is  a favorable  Charter  it  will  no  doubt 
soon  be  commenced. 

Bangor  is  a flourishing  city,  situated  at  the  head  of  Ship  Navigation,  on 
the  Penobscot  River,  which,  with  its  other  advantages,  renders  it  an  impor- 
tant point  on  the  Great  Eastern  line  of  Rail- ways. 

It  is  hardly  necessary  for  me  here  to  observe  that  this  eastern  line  has 
been  commenced  on  the  same  gauge  as  your  road,  which  gives  to  it  the  same 
su})criority  and  advantages  over  the  ordinary  gauge,  w^hich  is  claimed  and,  I 
believe,  generally  conceded  to  that  of  your  line. 

The  field  in  this  direction  is  unoccupied,  and  every  consideration  favors 
the  supposition  that  this  gauge  will  [>revail  to  the  eastward,  not  only  in  the 
State  of  Maine,  but  in  the  Lower  Provinces. 

Regarding  the  construction  of  this  line  through  the  central  part  of  the 
State  of  Maine  to  Bangor,  and  its  early  extension  to  the  Province  of  New 
Brunswick,  as  settled,  a vast  field  of  commerce  and  manufactures  is  opened, 
which,  in  its  bearings  on  the  trade  of  your  road,  is  second  only  in  importance 
to  the  great  object  of  the  main  line  in  reaching  the  nearest  Atlantic  Port. 

In  reference  to  the  connection  with  other  channels  of  communication  at 
the  Atlantic  terminus  of  your  road,  it  is  hardly  necessary  to  do  more  than 
to  refer  to  a map  of  the  country,  herewith  submitted,  when  its  advantages 
will  be  quite  apparent. 

I will  only  observe  that  in  addition  to  the  facilities  of  Navigation  from 
Portland  Harbor  to  all  the  Atlantic  Cities,  to  Nova  Scotia  and  New  Bruns- 
wick, and  to  the  interior  of  the  Country  by  Rivers,  there  are  now  Rail-ways 
both  east  and  west  from  the  same  point. 

Two  lines  are  in  progress  of  construction  eastward,  one  of  which  is  in 
partial  operation,  and  westward  to  Boston,  the  Rail-way  communication  is 
complete,  there  being  at  present  two  roads  for  a large  portion  of  the  distance, 
and  before  your  road  is  completed  there  will  probably  be  two  independent 
lines  the  whole  distance. 

From  Portland,  therefore,  there  is  a direct  Rail-way  communication  with 
all  the  New  England  States  and  the  State  of  New  York. 

It  will  be  observed  that,  as  it  regards  the  shij)ments  of  every  description 
of  freight  to  any  port  in  the  West  Indies,  the  United  States  or  Europe,  the 
Harbor  of  Portland  for  the  whole  year  enjoys  equal  or  superior  advantages 
for  your  trade  to  any  port  on  the  New  England  coast. 

Neither  is  there  room  to  doubt  that  if  it  is  desired  to  forward  Merchandize 
direct  from  Montreal  to  the  wharves  of  Boston,  it  may  be  transported  on 
your  road  to  Portland,  thence  to  its  place  of  destination  by  steam  or  other 
vessels,  at  less  cost  than  by  any  other  line  of  Rail-way  between  the  same 
points. 

From  Portland  to  Boston  there  will  always  be  strong  competition  between 
Rail-roads  and  Steamboats,  and  also  between  steam  and  other  vessels,  both 
summer  and  winter,  which  will  for  all  time  to  come  keep  the  rates  of  freight 
and  passage  low. 

The  result  of  this  competition,  during  the  past  season,  reduced  the  regular 
fare  on  through-passengers  on  Rail-roads  between  these  points,  33^  per  ct. 

Further,  the  fare  on  the  Rail-roads,  for  express  trains,  was  as  low  as  seven 
shillings  and  six  pence,  currency,  for  105  miles,  while  the  fare  by  Steamboats 
was  as  low  as  one  shilling  and  three  pence  between  Portland  and  Boston 

But  the  great  superiority  of  this  terminus  for  your  road  on  the  Atlantic 
consists  in  the  excellence  and  capacity  of  the  seaport  at  which  you  arrive, 
its  easy  access,  and  its  favorable  position  for  shipments  to  Europe. 


9 


To  these  natural  advantages  arc  added  those  of  a fivorable  location  of 
the  terminus,  which  secures  to  tlu^j-oad  nearly  half  a mile  of  wharf  devoted 
exclusively  to  the  business  of  the  road,  along  the  whole  extent  of  which 
vessels  may  discharge  their  cargoes  and  receive  return  freights  direct  from 
the  cars. 

I have  now  glanced  at  the  leading  features  of  your  road,  and  its  connec- 
tions with  other  great  channels  of  trade,  most  of  wliich  are  in  successful 
operation,  or  far  advanced  towards  completion. 

These  are  connections  which,  for  capacity  and  extent  of  traffic,  are  equal 
to  those  of  any  road  on  the  continent;  and  upon  this  traffic,  with  your  local 
trade,  must  we  base  our  estimate  of  tlie  value  of  its  stock  and  its  claims  on 
the  })uhlic  for  aid  for  its  completion. 

With  reference  to  the  character  of  the  country  along  the  line  of  your  road, 
its  resources  aiul  soil,  I will  observe  that  it  passes  through  an  interesting 
])ortion  of  Canada,  embracing  the  Seigniories  of  Longueuil,  Montarville, 
Chambly,  JBeloeil,  Rouville,  St.  Charles  and  St.  llyacinthe,  all  of  which  are 
in  a Jiigli  state  of  cultivation,  and  thickly  populated. 

Thence,  after  reaching  the  St.  Francis  Valley,  the  country  is  in  an  ad- 
vanced state  of  cultivation,  with  an  enterprising  population,  to  the  boundary, 
a distance  of  about  70  miles.  Crossing  the  boundary,  in  its  continuation  to 
the  ocean,  the  road  descends  into  the  Connecticut  Valley,  the  garden  of  New 
England,  which  it  follows  for  a number  of  miles,  thence,  crossing  to  the 
Valley  of  the  Androscoggin,  which  is  scarcely  inferior  to  the  Connecticut  in 
fertility  and  cultivation,  which,  with  its  tributaries,  it  follows  nearly  the  whole 
distance  to  the  seaboard. 

Located  as  the  road  is,  nearly  its  whole  extent  through  the  Valleys  of 
large  streams,  it  passes  by,  and  in  the  vicinity  of  water  power  of  unlimited 
extent,  which  at  many  points  is  already  improved  and  rapidly  advancing  in 
importance. 

The  country,  for  the  whole  extent,  abounds  with  the  elements  of  business 
and  wealth,  which  on  the  opening  of  this  new  channel  of  trade  will  be  fully 
developed. 

In  considering  the  question  of  the  traffic  of  your  road,  we  must  have 
reference  to  not  only  the  number  of  inhabitants  immediately  along  the  line, 
who  make  up  its  way  business,  but  embrace  the  population  of  large  districts 
of  country,  which,  owing  to  their  position,  will  be  furnished  with  their  sup- 
plies and  a choice  of  markets  for  their  productions,  through  your  road,  at 
less  cost  than  by  any  other  means  of  communication. 

Your  road  having  its  terminus  at  an  Atlantic  port,  and  forming  one  of  the 
great  outlets  of  the  western  trade,  may  justly  claim  a large  traffic  from 
breadstuffs  to  be  exported  to  Europe,  South  America  and  the  West  Indies, 
and  from  imports  of  Merchandize,  &c.,  for  Canada  and  the  Western  States. 

The  great  sources  of  wealth  of  the  New  England  States  are  Commerce, 
Manufactures,  and  the  fisheries. 

The  soil  is  better  adapted  to  grazing  and  the  growing  of  some  of  the 
coarser  agricultural  products,  consequently  they  do  not  produce  sufficient 
breadstuff  for  their  owm  consumption. 

The  State  of  Maine,  with  which  the  trade  of  your  road  is  more  intimately 
connected,  possesses  unlimited  advantages  for  manufacturing  which  are 
now  about  to  be  brought  into  extensive  use. 

Her  large  Rivers  and  numerous  Harbors  give  great  value  to  her  Naviga- 
tion and  Fisheries,  and  facilitate  those  valuable  branches  of  her  trade, 
lumbering  and  ship-building,  in  which  she  exceeds  any  other  State  in  the 
Union. 

The  lumber  which  she  annually  produces  amounts  to  650  millions  of  feet, 
and  the  tonnage  of  the  vessels  which  she  annually  puts  afloat  amounts  to 


10 


28  })or  cent,  of  tlie  wliole  tonnajre  of  vesscli^  built  by  all  the  States  in  the 
Union,  am!  exceeds  that  of  New  York  by  21000  tons.  In  the  amount  of 
tonnage  of  lior  shipping  she  is  the  third  State  in  the  Union. 

It  is  ascertained  from  undoubted  authority  that  the  State  of  Maine  now 
draws  annually  from  the  cities  of  Ilostou,  New  York,  and  other  places, 
500,000  bai  rels  of  Flour,  over  1,000,000  bushels  of  Indian  CoriT,-and  75,000 
barrels  of  Pork. 

The  State  of  Maine  is  largely  engaged  in  the  West  India  and  South 
America  trade,  supplying  those  markets  with  her  Lumber,  Fish,  &c. 

Western  ])roduce  arriving  at  tide  water  through  tiiis  channel  would  give 
employment  to  a large  amount  of  Sbipj)ing,  and  by  adding  breadstuff’s  to  her 
other  exports,  would  render  this  trade  still  more  valuable,  and  probably  open 
other  and  more  extensive  markets  for  these  products. 

It  would  also  enable  traders  to  import  West  India  products  on  more 
favorable  terms,  as  the  Northern  and  Western  markets  for  these  articles 
would  be  extended  by  this  new  channel  of  trade,  and  vessels  would  probably 
have  full  freights  in  both  directions. 

These  products  delivered  at  Portland  {lar])or  would  find  their  way  to  the 
west  over  your  road,  and  through  the  St.  Lawrence,  at  probably  less  expense 
than  by  any  other  communication  through  New  England. 

The  soil  and  productions  of  the  Provinces  of  New  Brunswick  and  Nova 
Scotia  are  similar  to  those  of  the  State  of  Maine,  and  they  import  their  sup- 
plies of  breadstufls  from  the  United  States. 

It  is  stated  in  the  able  Report  of  the  Commissioner  of  the  Halifax  Rail- 
way, that  New  Brunswick  annually  pays  to  the  United  States  upwards  of 
£200,000  for  provisions  and  other  articles — that  Nova  Scotia  does  very  nearly 
the  same  thing — that  Flour  is  imported  from  New  Orleans — and'  Wheat 
grown  in  the  Mississippi  Valley  is  shi[)ped  at  St.  Lewis  for  New  Brunswick, 
and  ground  into  Flour  at  the  Mills  of  St.  John. 

Looking  at  the  favorable  position  of  your  road,  connecting  the  Atlantic 
with  the  Western  waters  by  the  shortest  practicable  route,  and  extending 
down  into  the  heart  of  the  country  requiring  their  breadstuffs,  there  does  not 
appear  to  be  any  doubt  that  a very  large  ])ortion  of  the  supj:lics  of  the  State 
of  Maine,  New  Brunswick  and- Nova  Scotia,  and  parts  of  Vermont  and 
New  Ham])shire,  will  be  transported  over  your  road  and  its  branches,  by 
which  it  will  be  delivered  almost  at  the  doors  of  the  consumers. 

The  number  of  inhabitants  within  the  States  and  Provinces  above  men- 
tioned, who  will  receive  their  breadstuffs  tlirough  this  channel,  and  will 
otherwise  contribute  to  its  freight  and  passenger  business,  may,  at  the 
lowest  estimate,  be  placed  at  800,000  souls. 

The  number  of  inhabitants  in  the  vicinity  of  the  road  and  its  terminus  in 
Canada,  is  at  the  present  time  probably  not  less  than  160,000,  and  the  total 
population  in  parts  of  Upper  and  Lower  Canada,  who  wdll  be  benefited 
by  the  road,  and  will  contribute  to  its  business,  amounts  to  700,000  souls, 
making  a total  of  one  and  a half  millions  of  inhabitants  wdio  are  directly 
or  indirectly  interested  more  or  less  in  the  construction  of  your  road,  and 
from  whom  you  may  expect  business  for  its  support. 

It  is  believed  that,  without  reference  to  any  supposed  increase  of  the 
Western  trade,  your  road  with  so  large  a population  for  its  support,  would 
be  a good  dividend  paying  road. 

It  will  be  found  interesting  and  useful  to  refer  to  the  practical  working 
of  the  Rail-ways  of  the  United  States,  and  particularly  those  of  Massachu- 
setts directly  illustrative  of  this  subject.  I have  accordingly  iirejiared 
Tabular  Statements  of  a number  of  roads  (See  Appendix  Note  A and  B) 
showing  the  cost  of  construction,  and  of  operating,  the  tons  of  freight,  and 
number  of  passengers  transported,  and  the  receipts  for  1847. 


11 


By  Statornont  A,  it  will  bo  soon  that  tlio  tliirtoen  roads  onjbrnrcd  in  the 
tabic  have  an  nggrogato  longtb  o(*58li  miles  and  cost  JC7.7‘21  — 

that  tlio  total  income  was  £l,f}0.’>,175, — and  the  expenses  of  running  and 
maintaining  these  roads  were  £b‘(il,.‘il7,  wliicli  being  dedneted  from  the 
reccij)ts,  leaves  a net  annual  revenue  of  £031,101,  equal  to  per  cent,  on 
the  whole  cost. 

The  expense  of  rimning,  &c.,  was  .50  per  cent,  of  the  receipts.  There 
were  transported  over  these  roads  5,330,988  passengers,  and  1,724,888  tons 
of  Merchandize. 

The  number  of  inhabitants  in  the  whole  State  of  Massachusetts,  and  the 
Counties  of  the  other  States  through  which  those  roads  pass,  amount  to 
about  one  million. 

It  therefore  apj)ears  that  the  number  of  passengers  transported  on  these 
roads  is  over  live  times  the  j)opulation  of  the  country  in  which  they  are 
located,  and  tliat  the  amount  of  Merchandize  transported  is  about  1^  tons 
to  each  inhabitant. 

The  large  amount  of  travel  and  tonnage  compared  wilh  the  population 
is  extraordinary,  and  must  he  attributed  to  the  effects  of  Rail-roads  in  stim- 
ulating every  branch  of  industry,  and  promoting  greater  intercourse  among 
the  masses  of  the  people. 

These  results  ai)j)car  more  surprising,  when  it  is  recollected  those  roads 
are  chiefly  confined  to  the  limits  of  one  small  State,  or  an  area  of  less 
than  8000  square  miles,  and  that  many  of  them  run  nearly  parallel,  and 
some  are  indirect  competition  with  each  other. 

On  account  of  the  different  state  of  the  country  and  its  improvements, 
and  the  different  character  and  pursuits  of  a portion  of  the  inhabitants,  sve 
should  not  he  warranted  in  applying  this  proportion  of  passengers  to  the 
population  along  your  road  as  a basis  of  revenue,  but  if,  instead  of  taking 
five  times  the  population,  which  is  the  practical  result  in  Massachusetts,  we 
assume  that  the  number  of  passengers  will  be  only  equal  to  the  actual  popu- 
lation, and  assuming  the  amount  of  freight  to  he  ^ of  a ton  to  each  inhabitant 
in  place  of  1%  tons,  as  shown  by  the  operation  of  those  roads,  it  would 
appear  a safe  estimate  of  the  business  of  your  road,  without  reference  to 
the  great  and  increasing  trade  of  the  west. 

Making  a proper  classification  of  the  number  assumed  (16,000)  and  dividing 
them  into  “through”  and  “way”  passengers  in  such  pro{)ortion  as  the 
character  of  the  business  on  your  road  appears  to  require,  and  applying  the 
ordinary  rates  of  transportation,  we  have  as  the  annual  gross  receipts,  for 

freight  and  passengers £115,000 

Deduct  for  the  expenses  of  running,  management,  &c. — say  50  per  ct.  57,500 


Giving  a net  revenue  of 57,500 

Which  is  equal  to  about  7 per  cent,  on £850,000 

the  estimated  cost  of  the  road. 

The  Western  Rail-road  is  the  only  one  embraced  in  the  table  before 
referred  to,  having  a connection  with  other  improvements,  by  which  it 
receives  the  benefit  of  western  trade. 

It  more  nearly  than  any  other  resembles  your  road  as  regards  its  length, 
connections  and  design,  forming  with  the  Boston  and  Worcester  road  the 
last  of  the  series  of  rail-ways  extending  from  Buflfalo  to  the  Atlantic,  con- 
necting also  with  the  Erie  Canal  at  Albany.  It  however  differs  from  it  in 
the  larger  amount  of  curvatures  and  heavier  grades,  the  maximum  inclina- 
tion being  83  feet  per  mile. 

It  has  to  contend  with  strong  competition  with  another  rail-road  and  with 
the  Hudson  river  during  the  season  of  navigation,  yet,  notwithstanding  these 


12 


disadvantages,  and  its  extravagant  cost,  the  net  revenue  in  1847  amounted 
to  8 [)er  cent,  on  £2,192,000,  its  ia*eseni  cost. 

The  gross  receipts,  the  first  year,  after  the  w^hole  line  was  opened,  and 
before  its  connections  were  perfected,  were  £910  per  mile  of  road,  which, 
if  applied  to  your  road,  the  length  of  which  is  127  miles,  would  produce 
£110,713,  or  deducting  50  [)er  cent,  for  expenses,  a net  revenue  of  £58,350, 
whicli  is  nearly  7 per  cent,  on  the  estimated  cost. 

It  is  liovvever  maintained  that  the  position  and  connections  of  your  road, 
as  a channel  through  whi(di  the  western  trade  may  reach  the  Seaboard,  are 
far  superior  to  this. 

The  St.  Lawrence  river,  with  its  Ship  Canals,  and  the  great  Lakes,  open 
an  inland  navigation,  which,  for  its  extent,  capacity  and  economy  of  trans- 
portation, is  not  surpassed  by  any  in  the  world. 

The  total  distance  through  the  St.  Lawrence  and  the  Lakes  to  Chicago 
from  Montreal,  is  1330  miles,  and  in  this  distance  there  are  but  66  miles  of 
Canal  navigation. 

If  we  include  the  navigation  of  Lake  Superior,  and  Strait  St.  Mary’s, 
which  require  but  about  one  mile  of  canal  to  perfect  the  navigation,  and 
which  will  soon  be  completed,  we  have  a total  extent,  including  the  distance 
laterally  to  Chicago,  of  1726  miles,  having  only  67  miles  of  canal  navigation. 

Tlie  Welland  canal  is  designed  for  vessels  of  400  tons,  and  the  St.  Law- 
rence canals  for  vessels  of  much  larger  tonnage. 

These  improvements  are  completed,  and  were  first  brought  into  use  last 
year. 

This  channel  of  trade,  therefore,  is  not  yet  fully  known  or  appreciated,  and 
there  has  not  yet  been  time  to  realize  the  benefits  which  will  result  from 
experience  and  improvements  in  the  manner  of  conducting  the  business  of 
transportation  and  the  effects  of  competition  in  lowering  rates. 

The  amount  of  up  trade  has  an  important  bearing  on  the  cost  of  down 
freight;  and  this  being  largely  increased  by  the  completion  of  your  road, 
will  doubtless  still  further  reduce  the  rates  of  transportation. 

The  following  Table  exhibits  the  leading  features  of  the  route  from 
Cleveland  to  Boston  via  the  Erie  Canal  and  Western  Rail-road,  and  the  St. 
Lawrence  route,  from  the  same  point  via  the  Portland  rail-way  to  Portland. 


ROUTES. 

i Length  of  Lake  and 
1 River  navigation — miles. 

Length  of  Canal  navi- 
gation— miles. 

Tonnage  of  vessels, 
tons. 

JN  umber  of  Tranship- 
ments. 1 

Length  of  Rail-way. 
miles. 

Maximum  grade. — Foot 
per  mile. 

Time  occupied  in  reach- 
ing Seaboard — days. 

To  Boston,  via  Erie  Canal  and  West- 
ern  Rail-road 

200 

363 

80* 

2 

200 

83 

14 

To  Portland,  via  St.  Lawrence  River, 
and  Portland  Rail- way 

534 

66 

400 

1 

275 

50 

-♦N 

00 

Difference 

334 

297 

32  o| 

1 

75 

33  1 

* Taking  one  of  the  heaviest  laden  boats  per  day,  which  arrived  at  West  Troy 
from  Black  Rock,  the  average  for  the  year  1818,  was  71  1-2  tons.  Canal  Commissioners’ 
Report,  January,  1849. 


13 


Tlie  following  Statement  exliibitg  the  cost  of  transporting  flour  per  barrel, 
on  these  routes. 


ERIE  CANAL  ROUTE. 


From  Cleveland  to  Buffalo 

“ Buftalo  to  Albany 

“ Albany  to  Boston 

..70  “ 
..30  “ 

Total  to  Boston 

If  carried  thence  to  Portland 

Total  to  Portland 

.112  cents. 
.122  cents.  ^ 

ST.  LAWRENCE  ROUTE. 

From  Cleveland  to  Montreal 

“ Montreal  to  Portland 

Total  to  Portland 

If  carried  thence  to  Boston 

Total  to  Boston 

From  this,  it  appears  that  adopting  the  average  rates  of  transportation  on 
the  Erie  Canal  of  the  lowest  month  in  each  year,  for  a number  of  years,  which 
is  7 cents  per  barrel  less  than  the  average  of  1847,  and  the  lowest  summer 
rates  on  the  Western  Rail-road,  the  cost  of  delivering  flour  at  Boston  is 
112  cents  per  barrel,  and  if  forwarded  to  the  State  of  Maine,  an  addition  of 
10  cents,  making  a total  of  122  cents  per  barrel. 

By  the  St.  Lawrence  route  the  cost  of  delivering  a barrel  of  flour,  allow- 
ing the  charge  on  the  Portland  Rail-Road  to  be  45  cents  per  barrel  and 
taking  the  actual  rate  at  which  it  has  been  carried  from  Cleveland  to 
Montreal,  (40  cents)  we  have  a total  charge  of  85  cents,  making  a difference 
in  favor  of  the  route  via  the  Montreal  and  Portland  road,  to  tiie  Seaboard 
of  27  cents  per  barrel.  ’ 

If,  however,  we  make  the  charge  on  the  Portland  road,  without  reference 
to  the  difference  in  grades,  the  same  in  proportion  to  its  length,  as  is  charged 
on  the  Western  Rail-road,  the  cost  will  be  reduced  to  about  41  cents  or  a 
total  from  Cleveland  to  Portland  of  81  cents,  giving  a difference  of  31  cents 
per  barrel  in  favor  of  the  St.  Lawrence  route. 

Making  Boston  the  terminus  of  both  routes,  there  is  still  a difference 
of  17  cents  per  barrel  in  favor  of  the  St.  Lawrence  route  via  Portland  to 
Boston. 

The  difference  in  time  required  to  perform  a passage  from  Cleveland 
to  the  Seaboard  is  5^  days  in  favor  of  the  St  Lawrence  and  Portland  route. 

The  greater  extent  of  Canal  navigation,  and  an  additional  transhipment* 
add  not  only  to  the  time  required,  but  materially  increase  the  cost  of  trans-* 
portation  on  the  Erie  Canal  route  over  that  of  the  St.  Lawrence. 

The  former  has  363  miles  of  Canal  navigation,  while  the  latter  has  only 
66  miles,  and  most  vessels  navigating  the  St.  Lawrence  pass  down  the  river 
instead  of  the  Canals,  so  that  ii>  the  downward  passage  there  are  but  about 
36  miles  of  Canal  navigation. 

The  Erie  Canal  is  navigated  by  vessels  of  small  tonnage,  drawn  by  horses 
at  the  rate  of2^  miles  per  hour,  whde  the  Welland  and  St.  Lawrence  Canals 
are  navigated  by  Steam  vessels  which  pass  through  the  Lakes  and  the  River 
to  Montreal,  without  breaking  bulk,  in  half  the  time,  and  with  about  four 
limes  the  number  of  tons  in  each  cargo.  The  vessels  on  the  former  route 
can  carry  from  700  to  800  barrels  of  flour,  but  those  of  the  latter  carry  3000 
barrels. 


14 


These  disadvantages  of  the  Erie  Canal  route  cannot  be  overcome  by  the 
enlargement  of  the  Canal  or  otlier  improvements. 

It  may  be  said  that  the  Oswego  route  to  Albajiy  is  preferable  as  it  regards 
cost  and  the  time  required  to  make  the  trip.  Grant  that  this  is  the  case  ; 
the  difference  is  not  enough  to  affect  the  comparison  materially. 

The  distance  is  about  the  same,  and  there  are  still  237  miles  of  Canal 
navigation,  an  increased  amount  of  lockage  of  about  200  feet,  with  the 
same  disadvantages  of  small  cargoes  and  transhipments  as  by  the  Erie 
Canal  route. 

The  mere  question  of  increased  distance,  if  it  occurs  on  Lakes  and  navi- 
gable Rivers,  where  the  cost  of  transportation  is  reduced  to  the  lowest 
possible  rates,  is  not  of  much  consequence,  so  long  as  the  time  consumed 
in  the  passage  is  less  than  by  the  shorter  routes. 

If  the  length  of  an  unbroken  voyage  is  an  important  element  in  the  cost 
of  transportation  or  price  of  freight,  there  are  other  considerations  still 
more  important.  Thus,  a barrel  of  flour  is  transported  from  New  York  to 
Liverpool  for  50  cents,  but  the  freight  from  Buffalo  to  Boston  via  Erie  and 
Oswego  Canals  is  double  that  sum. 

The  question  then  is,  will  the  products  of  the  country  about  the  upper 
Lakes,  after  having  reached  the  lower  end  of  Lake  Erie,  or  being  afloat  on 
Lake  Ontario,  in  large  and  heavily  laden  vessels,  be  transported  to  an 
eastern  market  retarded  by  two  or  three  transhipments,  and  broken  voyages, 
or  will  they  continue  undisturbed  in  the  same  ve.ssels  to  the  ocean,  or  to  the 
western  terminus  of  your  road,  and  thence  be  carried  to  the  Ocean,  with- 
out the  delay  and  charges  of  the  Canal  routes  7 

A Committee  of  the  New  York  Legislature  on  the  feubject  of  equalizing 
tolls  on  the  Erie  and  Oswego  Canals,  state  that,  “There  is  no  route  so  cheap 
to  England  from  Ohio  for  flour  as  by  the  way  of  the  St.  Lawrence  River,” 
that,  “The  St.  Lawrence  Canal,  which  passes  the  rapids  of  the  St.  Law- 
rence River  is  not  needed  for  the  down  trade,  but  only  for  the  up  trade, 
unless  the  vessels  carrying  it  are  to  go  from  ports  on  the  lakes  to  foreign 
countries,  and  will,  when  completed,  have  no  effect  on  our  commerce 
downward  to  Montreal.  Already,  steam  vessels  with  cargoes  have  descended 
the  rapids  of  the  St.  Lawrence.  The  St.  Lawrence  Canal  facilitates  the  up 
commerce  alone,  and  is  not  so  expeditious  and  cheap  as  the  channel  of  the 
river  downwards  ; should  flour  from  the  United  States  be  admitted  through 
Canada  to  England,  duty  free,  every  barrel  sent  from  the  United  States  would 
go  through  the  St.  Lawrence,  and  would  never  seek  our  Canals  at  all.” 
And  the  same  Committee  further  state,  relative  to  the  comparative  cost  of 
transporting  a barrel  of  flour  from  Cleveland  to  Albany  by  the  Erie  and 
Oswego  Canal  routes,  that  “Tolls  excluded,  it  was  cheaper  by  three  cents  to 
send  a barrel  of  flour  by  the  way  of  Buffalo,  through  the  Erie  Canal,  than 
by  the  way  of  Oswego,  through  the  Welland  and  Oswego  Canal  to  Albany. 
Yet,  by  the  advantages  in  tolls,  the  Oswego  route  was  the  cheapest  by  three 
cents  seven  mills  and  seven-tenths  ; and  it  was  so  by  the  advantages  in  tolls 
alone.  Jn  mere  freight  the  Erie  Canal  in  its  whole  length  was  cheapest.” 

The  Ogdensburg  and  Lake  Champlain  route  to  Boston  may  be  said  to 
come  into  competition  with  your  road,  and  that  its  tendency  will  be  to  divert 
the  Western  trade  from  the  St.  Lawrence  above  Montreal. 

It  remains  to  be  considered  whether  you  will  be  able  to  compete  success- 
fully with  this  line. 

The  distance  to  the  Seaboard  by  this  route  to  Boston,  and  the  distance 
via  the  St.  Lawrence  and  your  road  to  the  Seaboard  at  Portland,  are  very 
nearly  the  same. 

By  that  route,  the  transportation  will  be  for  the  whole  distance  397  milei 


15 


by  Rnil-wuys,  which  arc  to  be  operated  by  six  and  perhaps  seven  diflerent 
cor|)orations,  each  having  a separate  organization  and  management. 

The  freight  is  landed  on  the  west  side  of  tlie  City  of  Jioston,  much  of 
which  must  be  trucked  across  tlie  town  for  shipment  or  storage  at  an  ex- 
pense for  Hour  of  4 cents  per  barrel. 

Jiy  the  Montreal  route,  the  vessels  which  bring  cargoes  from  tlie  upper 
Lakes  will  continue  down  the  river,  descending  the  rapids  or  passing 
through  the  canals,  at  their  option  to  Montreal,  a distance  of  about  120 
miles,  where  cargoes  will  be  transhipped  and  transjiorted  on  a superior 
Rail-way  of  275  miles  in  length,  directly  to  vessels  in  the  harbor  of 
Portland. 

As  it  regards  the  time  of  reaching  the  Seaboard  by  these  routes,  there 
will  jirobably  be  but  a trifling  difference.  If  a bridge  is  not  constructed 
across  the  outlet  of  Lake  Champlain,  for  the  Ogdensburgh  line,  there 
would  be  another  transhipment,  or  so  much  delay  as  to  occasion  an  addi- 
tional disadvantage. 

With  reference  to  the  cost  of  transportation,  there  appears  to  be  little 
doubt  as  to  the  superior  economy  of  the  Montreal  route. 

Vessels  arriving  at  Ogdensburg,  with  full  cargoes,  may  in  a few  hours 
more  and  with  but  a very  trifling  expense,  descend  the  St.  Lawrence  to 
Montreal;  and  as  the  facilities  for  obtaining  return  cargoes  from  that 
place  will  be  far  greater  than  at  Ogdensburgh,  forwarders  will  probably 
find  it  greatly  to  their  advantage  for  their  vessels  to  go  through  to  the 
former  place  rather  than  to  discharge  at  Ogdensburgh. 

But  the  amount  of  up  freight  will  have  a tendency,  as  before  stated, 
to  modify  the  prices  of  down  freight,  and  the  superior  advantages  of 
Montreal  in  this  respect  will  hold  out  strong  inducements  to  continue 
down  the  river  to  that  point,  at  perhaps  less  proportional  charges  than  to 
Ogdensburgh. 

The  cost  of  transporting  flour  from  Montreal  on  the  St.  Lawrence 
and  Atlantic  Rail-road  to  Portland,  has  been  placed  at  45  cents  per 
barrel. 

If  we  make  the  same  proportional  charges  on  the  Ogdensburgh  line, 
the  cost  of  transporting  flour  from  that  place  to  Boston  will  be  65  cents 
per  barrel. 

If  it  can  be  done  for  less  than  this  sum  on  that  line,  it  certainly  can  be 
reduced,  at  least  proportionally  on  your  road,  where  the  facilities  and 
capacity  of  transportation  are  greater  and  the  first  cost  of  the  road  much 
less.  If  we  assume  the  low  rates  charged  on  the  Western  Rail-road, 
and  apply  it  irrespective  of  any  supposed  advantage  of  grades  and  first 
cost  of  construction  to  these  lines,  the  charge  on  the  Ogdensburgh  line 
will  then  be  59  cents  per  barrel. 

Portland  line  41  cents  per  barrel. 

Difference  18  cents  per  barrel  in  favor  of  the  Portland  line. 

It  is  quite  certain  that  the  additional  cost  of  transportation  of  flour 
from  Ogdensburgh  to  Montreal  in  vessels  carrying  large  cargoes,  and 
already  loaded,  will  not  cost  18  cents  per  barrel,  or  half  that  sum. 

It  appears  then  that  the  total  distance  is  nearly  the  same  on  these 
routes,  but  that  nearly  one  third  of  the  whole  distance  on  the  Montreal 
route  is  by  the  cheapest  mode  of  transportation  now  in  use,  and  the  re- 
mainder by  a Rail-way  of  a favorable  character  in  every  respect,  while 
the  Ogdensburgh  and  Lake  Champlain  route  is  for  the  whole  distance  by 
Rail-way,  and  is  under  the  separate  management  of  six  or  seven  corpora- 
tions, adding  to  the  time  required  for  the  passage,  and  materially  increas- 
ing the  cost  of  transportation. 


16 


In  view  of  these  circumstances,  there  appears  to  be  little  doubt  but  that 
flour  may  I)e  transported  on  your  road  to  the  Seaboard  from  10  to  12  cents 
per  barrel  less  than  by  the  Ogdensburgh  and  Lake  Champlain  route.  And 
there  is  as  little  doubt  that  flour  may  be  transported  from  Ogdensburgh 
to  l^oston  via  Montreal  and  Portland,  at  less  cost  than  by  the  Ogdens- 
burgh, Vermont,  Central,  and  other  Rail-ways  to  the  same  point;  further, 
that  there  will  be  a material  difference  in  the  cost  of  transporting  all 
descrij)tions  of  freight  in  either  direction,  in  favor  of  your  road  and  the 
St.  Lawrence  River. 

With  this  general  view  of  your  road  and  its  advantages  we  proceed  to 
submit  an  estimate  of  the  business  which  may  be  reasonably  anticipated 
on  its  being  completed,  its  connections  with  other  works  perfected  and 
the  road  in  full  and  successful  operation. 

PROBABLE  RECEIPTS  OF  THE  ROAD. 

400,000  Barrels  Flour  to  the  New  England  States,  New 


Brunswick  and  Nova  Scotia  at  Is £20,000 

400.000  Barrels  Flour  for  shipment  to  Europe,  West 

Indies,  and  South  America  at  Is 20,000 

Corn  and  other  descriptions  of  Grain  equal  to 

100.000  Barrels  at  Is 5,000 

40.000  Barrels  Pork,  Beef,  &c.  at  Is  6d 3,000 

Through  and  Way  Freight  of  all  other  descriptions  equal  to 

80.000  Tons  at  20s 80,000 

Passengers,  Through  and  Way,  equal  to 

60.000  over  the  whole  road  at  15s 45,000 

Mails 2,000 


Total  receipts £175,000 

Deduct  for  expenses  50  per  cent 87,500 


Net  Revenue ' £87,500 


which  is  equal  to  10|  per  cent,  on  £850,000,  or  if  the  final  cost  of  the 
road  should  amount  to  £1,000,000,  the  net  revenue  is  8|  per  cent,  on  that 
sum. 

Comparing  the  above  estimate  of  the  business  of  your  road,  with  that 
of  the  Western  Rail-Road,  Massachusetts,  to  which  we  have  before  re- 
ferred, we  find  that  the  revenue  is  considerably  below  the  actual  average 
receipts  of  that  road  since  the  first  year  after  it  was  open  to  Albany,  the 
revenue  of  which  has  more  than  doubled  in  five  years,  and  that  the  net 
receipts  of  that  road  last  year  were  nearly  100  per  cent,  greater  than  the 
above  estimated  revenue  of  your  road. 

When  it  is  known  that  the  Western  road  has  to  contend  with  a direct 
and  active  competition,  both  summer  and  winter,  and  that  its  curvatures 
and  grades  are  excessively  heavy,  on  account  of  which  the  useful  effect 
of  locomotive  engines  is  33  per  cent,  less  than  on  your  road,  it  would 
seem  that  the  preceding  estimate  of  revenue  is  an  entirely  safe  one. 

The  construction  of  Rail-ways  develops  the  resources,  and  adds  greatly 
to  the  business  of  the  country. 

The  number  of  passengers  and  amount'of  freight  estimated  as  the 
probable  business  to  be  done  on  roads  about  to  be  constructed,  are  almost 
uniformly  exceeded  by  the  actual  amount  of  business  done,  when  brought 
into  use. 

The  estimated  number  of  passengers  for  the  Boston  and  Worcester 
Road,  before  it  was  completed,  was  23,500,  and  before  the  opening  of 


17 


the  Norwich  and  Worcester  and  Western  T?oads  whicli  connect  witli  it,  tliey 
amounted  to  78,000,  and  in  1847  lo  f)84,000.  "J’lu;  nnrtjher  of  |)assen"ers 
estimated  to  pass  over  the  Kastern  Koad  was  ]til,700,  in  1847  the  actlual 
niimh(,*r  transported  was  8011,000.  4'lie  estimated  niittd)er  for  the  h'itcld)iirf^ 
Koad  vv.as  71,700 — there  were  transported  the  first  half  year,  with  only  half 
that  road  in  operation,  nearly  10,000  more  passengers  than  were  estimated 
for  the  whole  road  the  whole  ye;ir,  and  in  1847  the  nnmhcr  was  481,000. 
The  |)assengers  estimated  to  pass  over  the  Koston  and  Lowell  Koad  were 
37.4C0,  and  the  net  receipts  were  estimated  at  $3(5,000,  the  former  amounted 
in  1847  to  484,000  and  the  latter  to  $195,000.  (Note  C.) 

There  is  scarcely  a Rail-Road  in  the  United  States  j)roperly  located  which 
has  not  had  an  immense  increase  of  business  from  year  to  year.  (Note  D.) 

The  increase  in  the  gross  recei})ts  of  nine  Rail  Roads  in  Massachusetts 
from  1845  to  1817  inclusive,  as  deducted  from  the  animal  returns  of  the 
several  corporations  to  the  Legislature,  is  nearly  one  and  a half  millions  of 
dollars,  and  six  roads  in  the  State  of  New  York,  show  an  increase  of  gross 
rcecifits  in  the  same  time  of  $781,048. 

The  benefits  conferred  on  the  Stockholders  from  the  construction  of  a 
work  of  this  importance,  is  a minor  consideration,  compared  with  the  vast 
benefits  to  the  whole  country  in  increasing  the  value  of  lands,  and  adding 
largely  to  its  wealth  and  population. 

The  increased  valuation  of  property  in  Massachusetts  since  the  introduc- 
tion of  Rail-ways  within  her  borders,  is  beyond  precedent,  and  the  annual 
accumulation  is  estimated  at  nearly  20  millions  of  dollars. 

Tlie  following  Statement  shows  the  valuation  of  real  and  personal  estate 
in  the  City  ofRoston,  at  about  the  time  the  railway  system  was  commenced 
in  that  State,  what  it  was  previously  to  the  opening  of  the  Western  Rail- 
Road,  and  what  it  is  at  the  present  time. 

Real  and  Personal  Estate  in  1848  £40,590,100  Increase. 

“ « “ 1841  24,526,651  £16,063,449 

« “ « 1830  14,754,000  9,772,651 


Total  increase  since  1830 £25,836,100 


The  increased  valuation  from  1841,  to  1848,  seven  years,  is  more  than 
double  the  cost  of  all  her  Rail-ways.  ^ 

The  population  within  a period  of  15  years  has  nearly  doubled. 

The  assessed  value  of  the  real  and  personal  estate  of  the  State  of  New 
York  in  1834  was  £114,669,496,  and  in  1848  it  was  £162,904,898,  showing 
an  increase  in  14  years  of  £48,235,402,  which  is  nearly  four  times  the  cost 
of  all  her  canals  and  Rail-ways. 

The  population  of  that  State  in  1830  was  1,918,608,  and  in  1845  it  was 
2,604,495,  showing  an  increase  of  685,882  in  fifteen  years. 

That  this  vast  increase  of  wealth  and  population  in  these  States  is  to  be 
attributed  mainly  to  the  construction  of  Rail-ways  and  Canals,  there  cannot 
be  a doubt. 

It  appears  from  the  immense  expenditures  made  on  Government  Works, 
and  the  aid  and  encouragement  extended  to  incorporated  Comjianies  by  the 
several  Legislatures  of  these  States,  that  it  is  regarded  as  the  sure  means  of 
developing  the  resources  and  wealth  of  the  Country. 

The  State  of  Massachusetts  has  subscribed  stock  or  loaned  ils  Credit  to 
different  Rail  road  Corporations  to  the  amount  of  $6,240,000 — and  the 
State  of  New  York  has  loaned  her  Credit  to  various  Corporations  to  the 
amount  of  $5,345,000.  (Note  E.) 


2 


18 


If  we  consider  the  immense  locnl  business  which  is  immediately  created 
on  the  o[)ciiing  of  Rail-ways  and  Canals  tlirough'lhe  Coniitry,  and  take 
an  extended  view  of  the  vast  and  fertile  regions  of  ihe  West,  and  the 
amount  of  Merchandize  which  will  eventually  seek  an  eastern  niarket,  we 
ehall  at  once  see  the  im|)raciicahility  of  accommodating  that  trade  witli  the 
present  means  of  communication,  and  the  certainty  of  success  which  will 
attend  the  opening  of  your  line. 

To  pass  the  trade  of  the  Erie  Canal  in  1847,  the  number  of  lockages 
made  at  a lock  near  Schenectady  was  54,^30  during  the  navigable  season, and 
in  the  month  of  October  0,930  lockages,  which,  allowing  for  31  days  in  the 
month,  and  operating  the  lock  day  and  night,  Sundays  included,  gives,  as 
the  time  of  making  each  lockage,  0 4-10  minutes,  which  evidently  shows 
that  as  regards  the  number  of  lockages,  this  was  nearly  or  quite  the  capacity 
of  the  Canal. 

By  enlarging  the  vessels  navigating  the  Canal,  the  tonnage,  with  the 
same  number  of  lockages  will  be  increased,  so  also  it  may  be  increased  by 
doubling  the  locks,  but  a greatly  increased  numl)er  of  lockages,  on  certain 
portions  of  the  Canal,  would  probably  be  impracticable  on  account  of  the 
difficulty  of  obtaining  and  passing  the  reqifisite  supply  of  water. 

The  increased  capacity  which  may  yet  be  given  the  Erie  Canal  above  its 
present  trade  is  a mere  trifle  cotri])ared  with  the  vast  trade  of  the  West, 
which  will  continue  to  accumulate  till  the  States  bordering  on  the  Lakes  and 
the  Territory  West  to  the  regions  of  the  Upper  Mississippi  shall  become 
densely  populated. 

The  total  amount  of  freight  which  passed  the  New  York  Canals  in  1847 


was 2.8r)9.810  Tonf 

The  amount  in  1842  was 1 ,236,931  do 

Showing  an  increase  of  tonnage 1,632,879  do 


Or  nearly  150  per  cent,  in  the  short  space  of  five  years. 

The  vahie  of  this  merchandize  in  1847  was  151;|  millions  of  dollars,  while 
that  of  1842  was  only  60  millions,  giving  an  increase  in  the  value  of.  this 
commerce  in  five  years  of  9l^  millions  of  dollars.  (Note  F.) 

With  such  an  increase  of  trade,  the  time  is  near  at  hand  when  it  wdll  far 
exceed  the  utmost  capacity  of  the  Erie  Canal,  even  w hen  enlarged  through- 
out its  whole  extent. 

The  astonishing  increase  of  trade  on  the  Western  Lakes,  within  a few 
years,  is  such  as  to  render  it  difficult  to  assign  any  proper  limits  to  its  future 
advances. 

In  1835,  the  State  of  Ohio  was  the  only  exporting  state  on  the  Lakes, 
and  during  that  year  there  arrived  at  Buffalo  81000  barrels  of  flour,  and 
98000  bushels  of  wheat. 


19 


Tlic  followin';  Statement  shows  the  amount  of  the  princiy)al  profliictlons 
oftlie  Western  States  which  arrived  at  the  same  port  in  1845  and  1847,  and 
the  increase.* 


Year. 

J 

Flour. 

barrels. 

Pork  and 
Beef. — brls. 

Staves. 

M. 

Wheat. 

bushels. 

Corn,  Oats, 
and  Rye. 
bushels. 

Butter. 

kegs. 

1847 

1887000 

80000 

8800000 

6489100 

3379087 

101584 

1845 

746750 

57060 

1170740 

78470 

[ 19975 

Increase. 

1110250 

22940 

4718300 

3300617 

1 81605 

Tlie  above  is  exclusive  of  the  large  amount  of  Lake  Trade  which  went 
through  the  Welland  Canal. 


In  1837,  the  Wheat  and  Flour  passing  Lakes  Erie  and  Ontario,  to  be 
forwarded  to  market,  through  the  Erie  Canal,  amounted  to  only  about 

35.000  tons,  while  in  1847  the  amount  was  486,000  tons. 

By  referring  to  the  amount  of  shipping  on  the  Lakes  at  various  periods, 
its  tonnage  and  value,  and  the  value  of  the  commerce,  we  may  perhaps 
form  a more  just  appreciation  of  its  importance,  and  the  astonishing  increase 
of  trade  within  a few  years. 

In  1825  there  were  hut  thirty  or  forty  small  craft  and  one  steamboat  of 
350  tons  burthen  on  Lake  Erie,  and  the  first  steamboat  passed  through  Lake 
Michigan  in  18*26  or  1827. 

In  1845,  there  were  on  the  lakes,  above  Niagara  Falls,  60  steam  vessels, 
having  an  aggregate  tonnage  of  23,000  tons,  and  320  brigs  and  schooners  of 

53.000  tons,  the  whole  costing  $4,600, OOO.f 

The  shipping  of  all  the  Lakes  in  1846  amounted  to  136,833  tons,  and 
was  valued  at  $6,000,000.  The  amount  of  merchandize  transported  that 
year  was  3,861,088  tons,  while  that  of  1841  was  2,071,802  tons  showing  that 
the  trade  had  nearly  doubled  in  5 years.  The  number  of  passengers 
transported  in  1846  was  250,000,  and  the  value  of  this  business  was  esti- 
mated at  $1,250, OOO.J 

The  value  of  Lake  Commerce  in  1847,  according  to  the  Report  of  the 
Hon,  Washington  Hunt,  made  to  Congress,  was  over  141  millions  of  dollars, 
or  only  13  millions  less  than  the  value  of  all  the  exports  of  the  United  States 
in  1848,  and  nearly  double  the  value  of  all  the  products  received  at  New 
Orleans  in  1846  and  7 by  the  Mississippi  river.  (Note  G.) 

In  all  the  immense  territory  which  surrounds  the  Great  Lakes,  and  which 
now  produce  this  surprising  amount  of  commerce,  there  was  in  1816  but 
one  organized  State,  and  the  total  population  did  not  exceed  500,000  souls. 

At  the  present  time  there  is  a cluster  of  six  large  States  about  these 
waters,  containing  a population  of  between  four  and  five  millions  of  in- 
habitants. 

Embracing  the  States  and  Territories  whose  trade  will  float  over  these 
Lakes  to  an  eastern  market,  we  have  an  area  of  nearly  300,000  square  miles, 
or  an  extent  of  territory  three  times  as  large  as  the  Kingdom  of  Prussia,  and 
nearly  twice  as  large  as  France. 

* Compiled  from  the  report  of  the  Commissioner  of  Patents,  to  Congress,  1847. 

t Letter  on  Lake  Commerce,  1846,  by  James  L.  liarton,  Esquire. 

$ Report  to  Congress  of  J.  J.  Abert,  Col.  Corps  Top,  Engineers,  1848. 


20 


Examine  the  position  and  advantages  of  this  fivored  region,  which  is  almost 
encircled  by  those  great  inland  seas,  posstjssing  an  exuberant  soil,  a genial 
climate  and  all  the  elements  of  national  greatness — survey  these  magnificent 
Lakes,  with  their  five  thousand  miles  of  coast,  their  numerous  liarbors, 
the  flourishing  towns  and  cities  which  already  stud  their  shores,  and  the 
thousands  of  miles  of  natural  and  artificial  channels  of  communication, 
collecting  the  rich  products  of  the  soil  from  every  point  of  the  compass, 
and  pouring  its  treasures  into  these  great  natural  reservoirs, — trace  that  noble 
river,  the  St.  Lawrence,  which  forms  the  outlet  to  the  ocean  for  these  illim- 
itable waters,  and  which  seem  designed  by  nature  as  the  great  highway  of 
nations, — consider  tlie  rajiid  progress  of  this  country  within  a few  years 
past  in  population,  in  improvements,  in  commerce  and  wealth, — and  picture 
its  state  a few  years  hence,  when  these  fertile  plains  will  tee  n with  an 
active  and  enterprising  jiopulation,  when  rail-ways  will  spread  a net  work  of 
iron  lines  over  the  wliole  length  and  breadth  of  the  land,  when  the  vast 
agricultural  and  mineral  resources  of  the  country  shall  be  developed  and  the 
Western  Lakes  be  covered  with  innumerable  fleets,  bearing  these  exhaust- 
less products, — do  all  this,  1 say,  and  then  estimate,  if  you  can  properly,  the 
extent  and  value  of  the  commerce  of  the  mighty  West. 

There  is  one  other  consideration  which  1 cannot  omit  to  notice,  notwith- 
standing the  great  and  perha[)S  unreasonable  length  of  this  communication. 
It  is  this.  By  the  completion  of  your  ro.id,  an  immense  trade  will  be  drawn 
down  the  St.  Lawrence  and  through  your  Canals,  which  otherwise  will  pass 
through  other  channels. 

As  an  enterprise  which  will  largely  increase  the  revenue  of  these  works, 
the  value  of  lands,  public  and  private,  and  the  wealth  of  the  whole  country, 
it  cannot,  I believe,  be  questioned  that  it  is  pre-eminently  deserving  of  the 
favorable  consideration  and  encouragement  of  Government. 

You  will,  I trust,  excuse  the  liberty  I have  taken  in  addressing  to  you 
these  views  which  1 have  been  led  to  entertain  of  your  great  enterprise,  and 
after  the  most  careful  examination  and  investigation  of  its  merits  in  all  its 
details,  1 feel  the  utmost  confldemre  in  stating  as  my  deliberate  judgment, 
that  if  this  undertaking  is  carried  out  on  its  original  plan  and  principles,  no 
work  in  this  Province  or  the  United  States,  of  a similar  character,  will 
exceed  it  in  the  magnitude  and  importance  of  its  results. 

With  sentiments  of  great  respect, 

I have  the  honor  to  be. 

Sir, 

Your  obedient  humble  servant, 

A.  C.  MORTON, 

Civil  Engineer. 


Tabular  Statement  of  the  Length,  Cost,  Receipts,  Expenses  and  Net  Income  of  the  principal  Rail-Roads  in  the 

State  of  Massachusetts  for  1847. 


21 


Per  cent,  of 
Receipts  for 
Expenses. 


Per  cent,  per 
annum  on  cost. 


Net  Income. 
Pounds. 


Expenses. 

Pounds. 


Income. 

Pounds. 


Tons  of  Mer- 
cliandize 
^carried. 


Number  of 
Passengers 
carried. 


Total  cost 
of  Road  and 
Equipments. 
Pounds. 


Length  of  Road 
in  miles. 


Q 

C 

o 


I 


»0  lO  O O O O 

Oj  ^ o<  a;  cq  , cq  , ^ oo  ^ oq 

CO  00  c4  — --5  o 00  ^ >c  c5 


o o >o  O OJ  CO  o 
. CO 'rr  ^ r- co  cq 

o oi  K 00  05  oi  c4  lo  oi  CO  05  >-4 


(»0C0  0>05'— l05C0OC0-f-f 
GO  — O5Tf’kO00COO5C0C0CO»O-rtH 
I''.  00^05 

00  or  CO  »n  in  CO  of  ^ co  i>'  oo" 

^ CO  lO  CO  CO  r-,  (M  r-H  r-l  (Ot 


<M50t^OO?-HCO»OlOO»OCOCO 
»n  CO  CO  05  CO  o>  CO  ».o  C5  o^  o>  rH 
COOOOTj^050^(Olt^COOf'^^ 

cq  co”  i6  -T  o'  oT c6  tC rH 

COlO'^05'^'^COG^(OJ(0{i— 


05C00)0?TfO’^'^Q0OQ0t>.t>. 

X)t^cO'^oo  — cocoooo;aoi>.io 

CO^OJ  CO  CO  05  >o 

of  i'N,'  o o"  oT  CO'  05  cf  rf  o QO'  (OT 

-t(0»05Q005OC0C0'^C0C0(0il> 


i 00  00 


1— iooiooocor^^^t>.(Mo^r-i 
— t^-^05rHOl000C0t^ 
rf  '^^co  t».  CO^rH  CO  CO 

— ' o K CO  1— ' (M  05"  0 c6 

00CCfQ0a0rt^'^l>.»0-^rHT}<C0O 
(Oi  rH  CM  Ot  Oi  r-l  rH 


C0i>.G05OlOC0rH'^’:t<C0irt05»r5 
GOOi^OC005  — 0005CO  — coo 
CO  CC,^  C0000i-I05(0505CMIOIO 

GO  tC  Gc''’rfH  of  00"  iri  ctT  r>r  00  co" 

000;  00  05  05  05  Q0Of00t^C0OO 
’^l»^iOrfGOCOCMCO  CMi-lOt 


?5C0050?’-i'-HG0OG0OaDl005 
■^05t>.OCOOCOOUOt>.OC0  4^ 
-^CV^r-,^'^CO^CO  CO^O  — 05^cq05  cq^ 

yT  icT  co"  go'  t-h  -rf  of  10  05'  o"  of  10  o" 

0»0C0CMOC0Cr50JO0{<05t>.C0 
l>  CD  o CO  1>  — r-1  Oi  Oi 
I-I  CM 


h!«  hW-hi^ 

lOCO’^'^05QOCOrfJ^OCOr-<iO 

CMt^'^Tt'::iCOlOr-iCOCMCOr-<CO 


05  ^ 

o 


a 

H _ 

0)  ^ 

is  = 


c c 

w t: 

c c 
fQ 


c c ^ 


C 'h::; 
- ~ O "O 

<a  c 

2 =0^ 


« § 

0) 


05  ^ O O 


n 

tq  I?:  ^ O Q h 


22 


W 

e- 

o 


•S 


o 

o -r 

C CO 

c — 


(Z  00 
C5  rH 

“i5 

CD 

a- . 
K ,o 


“ o 
.S->H 
o 

® s 

■kT  ^ 

g O 

O o 

c 

o 

o 


Per  cent,  of 
Receipts  for 
Expenses. 

0iOoo»co  — ootcoo  — crocD»oo 

O)  O iC  CJ  »q  O O'!  »0  o O CO  CO  O *C 

»o  ci  CO  K <>.'  »o  -t  o rrJ  o od  cr.  — ^ cc  --r  cC  c.' 

COCOCOCOCOCO’^rt^CO'^COCOCOCOOi’^COCO 

37.C8 

37.68 

35.38 

Per  cent,  per 
*aiinum  on  cost. 

O O »0  O >0  »0  O »0  »C  O iC  O O lO  o 

-n-  ».0  Cj  '7'f  4>»  4^  4^  ic  CO  4>-  CO  »0  O'  00 

0>CTCd'-i'0^4>00  4>Joi  — 

10. 

116 

.15. 

Net  Income. 
Pounds. 

Ci  4~^  CO  4^  4^  Oi  QO  »0  Ci  — C5  CC  00  CTi  0> 

-f  r-(  ^ Ci  GO  CO  — — o OO  — »0  lO  CO  CO  o 

00  — — CiD  Of^CO^GO^O»^Ci  >.0^0^0»^C^^cq_4''.^'X)  OM->., 

»o"  irT  CO  o "S of  aS  of  i.cT  if  o cT -t  ci  cd  od 

C:0CO-^COr}^4O^i-i(O4?0^CC!>^C4CO  r-,r- 

0 — ! 05 
CO  40  G'4 
X 4.0  04 
'OCO*'-7 
4^  0 r-( 
r-l  CV  X 

Expenses. 

Pounds. 

C5»0— 'OOfOO-H— -(OJCOI^CO  — COOiCO— ‘O 
GO  40  CO  >0  »0  GO  -T  o -t  OO  40  >0  05  04  CC  iO 

GO  '^'^1- 

cc'  ocT  ocT  ^ --i  ^ if  -r  o5  cT  — cd  t>.'  of  f> 

CO'^Or-.  OJCO'-l'-lr-lOiOJCO  r-(i-l  rH 

% 

05  X X^ 

4d  if  cf 
0 o»  X 

— 1 — -H 

Receipts. 
[ Pounds. 

GO  05  GO  CO  (05  >0  O 05  !>.  »0  GO  0>  4'»  GO  -f  CJ 

CO  05  4^  05  O lO  4.0  <>.  CO  CO  -f  CO  »o  r/j  4^  o>  >o 

Jn.  o CO  4C^rr^iO  CC5  4»^04  4>-^40  05  ; 05  CO  40^C0^05 

(0)  jC cT 'rf  t>.'  05*' 05  05^04  GO  05  id  GO  iC  O 

OOC^40C0G004(04C040l^0504C0'^r-(04C0 

0 X 04 
• X X 
X 0 

rt  r~7  cT 
XXX 
GV  X 

|i  Number  of 
Passengers 
carried. 

C0G0^'^05C0'^05  40O  40  40  Or^G04^C005 
40  — COC04^0-^OOC0  4(0  — C0'-OC0'-t^C0O5 
CO  GO  40  40  04  4.0  04  00  CO  i>»  04  CO  —<  CO  O GO  CO  <o 
— " cd  cd  if  cf  4>.''  lo"  O 05"  or  05"  CO  O’"  -t  — 4'^'  0 
C004C0  04  4005C0O-<y— ■^004:^C5C04>COC0 
— 04  04r-4i— ii—(  1—I1— I— Ir— (r— 1 i—l  i~i 

— — 

4^  X 40 
— — X 
4>.''  40  o' 
X 0 CO 
0X0^ 

Average  Cost 
j j)er  mile, 

j Pounds. 

t>.  t>.  — GO  40  0>  4>.  — < 40  04  0 0>  CO  05  CO  GO  0 

— — 00  CO  0*  -f  40  -r  4>.  GO  05  — cr  0>  CO  CO  0 

0 O^c^04  CO  CO  cqio  40  X 05  CO  CO  CO  CO  4>.^X  05 

4^  cd  4o"  10”'  iGd  x"  40  40  cd  Tf  04*'  of  CO 

1 

5 649 
5,711 
6,647 

1 

1 Total  Cost. 
Pounds. 

CO  CO  >0  X 0^4  40  00  4.0  1— I ^ — 05  CO  05  0>  0 04  CO 

-f  — CO  CO  40  C5  — CO  CO  X X 0 0 X 

OC^CC  X04CV—  00  — 0 04C5  4^XX40  4'^X 

ed  }>  GO  oT 04  CO  04*'  CO  04*  GO  X I-T  <>.'  X — if  GO  — , 

'Tf  0 J>  X X 05  C5  0,>  1.0  CO  O'  X X O X X 0> 

4O4Ot>.O4O40'4  — rH04rt'!j<40rHr-i04  — 

CO  40  X 
X ^ C5 
05  0 X 
05  C5  od 
--f  "O  40 
4.^  i>.  0 
r-'  — cd 

Length' in  miles. 

«-«4  Hh:!' 

xxcoxx  — 

l>-  40  04  X 

3091 

40X4^40COt>.40C04>.40C01>40COf>.lOC04>. 

xxxxxxx  xxxxxxxxxxx 

40  X 4> 

T^l  -rf4 

XXX 

NAMES  OF  ROADS. 

( 

Jtica  and  Schenectady . . . . ^ 

Jtica  and  Syracuse 

Uiburn  and  Syracuse. . . . . 

Luburn  and  Rochester 

^nawanda 

Lttica  and  Buffalo 

1-^ 

0 

- H 

0 

H 

23 


NOTE  C. 


Increase  of  Passengers  hj  the  cslahlishment  of  Rail  ways. 


“From  Baron  Charles  Diipin’s  Report  on  the  Paris  and  Oi leans  Rail-way: 

“ Exf'eriofire  has  provf^d,  both  in  France  and  ahrond,  that  in  a short  spaco 
of  time  the  fiieility, expedition  and  economy  afforded  hy  Railways  more  than 
doiihles  the  numher  of  passengers  and  the  (piantity  of  tnerchandize. 

“ In  order  to  support  such  statements,  we  will  rpiote  the  followin{]f  flicts 
relative  to  the  Rail-ways  of  Belgium,  England  ami  Scotland,  in  positions  of 
extreme  difference,  and  giving  rise  to  a variation  in  the  returns  which  far 
exceeded  tdl  anticipation.” 


Comparison  of  the  nnmber  of  travellers  conveyed  daily  throughout  the 
whole  or  a portion  of  the  line  : 


Railways.  JNo.  of  Passengers  before 

the  establislinicnt. 

Manchester  and  Liverpool 4C0 

Stockton  and  Darlington 130 

Newcastle  and  Carlisle 90 

Arbroath  and  Forfar 20 

Brussels  and  Antwerp 200 


No.  of  Passengers  after 
the  establishment. 

1,G20 

630 

500 

200 

3,000 


Increase  of  the  number  of  Passengers  by  the  establishment  of  a Rail-way. 


Liverpool  and  Manchester 

300 

per  cent. 

Stockton  and  Darlington 

380 

(( 

Newcastle  ami  Carlisle 

455 

(( 

Arbroath  and  Forfar 

900 

u 

Brussels  and  Antwerp 

1,400 

u 

Thus,  even  taking,  as  a criterion,  the  road  on  which  the  proportional  in- 
crease is  least  of  all,  we  still  find  that  the  nnmber  of  j)assengcrs  will  increase 
not  only  100  hut  300  per  cent.  The  transport  of  merchandize  will  expe- 
rience a similarly  rapid  increase. 


Progress  In  the  conveyance  of  merchandize  by  rail-way  compared  to  that 
of  passengers. 


Year. 

Passengers. 

Tons. 

1834 

924.063 

22,909 

1838 

1,248,552 

161,501 

1838 

1,535,189 

274,808 

Thus  while  the  number  of  passengers  increased  CO  per  cent,  in  four 
years,  in  the  same  time  the  quantity  of  goods  increased  1,100  per  cent. 


Extract  from  an  Officifd  Rei)ort  on  English  Rail-ways,  made  to  the  French 
Government  by  Edward  Teisserence,  its  agent,  charged  with  the  s[>ecial 
duty  of  making  a study  of  these  Rail-ways. 

“The  Darlington  Rail- way  has  produced,  by  its  low  rates  of  passage  and 
freight,  a com|»lete  revolution  in  the  region  of  country  which  it  traverses. 
It  lias  increased  the  value  of  land  100  or  200  per  cent.  By  these  low  rates 
the  freight  estimated  at  80.000  tons  has  been  increased  to  640,000  tons.  The 
passengers  estimated  at  4,000  iiave  been  increased  to  200,000.” 


24 


The  following  extract  on  tlie  influence  of  Rail-ways  in  developing  the  re- 

Fonrees  of  country,  is  taken  from  the  second  Report  of  ilie  Irish  Rail- 
way Commissioners. 

“On  the  Newcastle  and  Carlisle  road  prior  to  the  Rail-way,  the  whole 
number  of  persons  the  |)ubhc  coaches  were  licensed  to  carry  in  a week 
were  843,  or  both  ways  b8G.  Now  the  average  <laily  mimber  of  [)jissengers 
by  Rail-way  lor  the  wiiole  lenglli,  viz:  G1  8-10  miles,  is  228,  or  1,5U6  per 
week. 

“The  number  of  passengers  on  the  Dundee  and  Newtyle  line  exceeds  at 
this  time  50,000  amiualiy,  the  estimated  number  of  persons  who  perlormed 
the  same  journey  previous  to  the  opening  of  the  Rail-way  having  been 

4.000. 

“Previous  to  the  opening  of  a Rail-way  between  Liverpool  and  Manches-'^ 
ter,  there  were  about  400  passengers  per  day  or  146,000  |)er  year,  travelling 
between ’those  places  by  coaches,  whereas  the  present  numher  by  Rail-way 
alone  exceeds  500,000. 

“ In  foreign  countries  the  results  arising  from  the  same  cause  are  equally 
if  not  more  striking.  The  number  of  persons  who  usually  passed  be- 
tween Brussels  and  Antwerp  was  75,000  in  the  year,  but  since  the  Rail- 
road has  been  opeiujd  lion,  the  former  place  to  Malines,  it  has  increased  to 

500.000,  and  since  it  was  carried  all  through  to  Antw’erp,  the  nmiiber  has 
exceeded  a million.  The  opening  of  a branch  from  Malines  to  Teirnonde 
appejus  to  have  added  200,000  to  the  latter  number,  so  that  the  passenger 
trafiic  of  that  Rail-Road  superseding  a road  traffic  of  only  75,000  persons 
now  amounts  to  1,200,000. 

“It  is  remarkable  tfjat  on  this  as  on  most  other  Rail-roads,  the  greatest 
mimber  of  passengers  ;ire  those  who  travel  short  distances,  being  as  two  to 
one  conqiared  to  those  v/ho  go  the  whole  distance.  This  apjiears  from  a 
Staten  ent  read  by  Mr.  Loch,  before  the  Statistical  Society  of  Manchester, 
showing  that  between  April  30  and  August  15th,  1836,  122,417  persons  trav- 
elled tfie  whole  distance,  and  244,835  short  distances,  chiefly  to  and  from 
Malines.’’ 


Statement  showing  the  Increase  of  Passengers  on  various  Rail-ways  in 
the  United  States. 


NAME  OF  ROAD. 

Year. 

1 

Number  of  pas- 
sengers. 

Year. 

Number  of  pas- 
sengers. 

Increase. 

Fitchburg 

1845 

196669 

1847 

494035 

297366 

Western 

1842 

190436 

1847 

388111 

197675 

Boston  ami  VVorcester 

1843 

262830 

1847 

59^305 

335475 

Eastern 

1842 

431C00 

1847 

892896 

461896 

Utica  and  Schenectady 

1843 

147868 

1847 

266534 

118666 

Utica  and  Syracuse 

1813 

114843 

1847 

199503 

84660 

Auburn  and  Syracuse 

1843 

83316 

1847 

140605 

57289 

Atiburn  and  Rochester 

1843 

105190 

1847 

189345 

84155 

Tonawanda 

1843 

67604 

1847 

134068 

66464 

Attica  and  Bnffido 

1843 

68896 

1847 

130799 

63903 

Baltimore  and  Ohio 

1843 

149533 

1847 

288674 

139141 

25 


NOTE  D. 

* • Statemeivt  showing  the  Iiicreaso  of  lousiness  on  various  Rail-roads  in  ihe 
United  States. 


Boston  and  Lowell,  net  Revenue 

U ((  (( 


V Boston  and  Worcester,  net  Revenue 

^ « u u 


\ Western,  net  Revenue 

((  ii 


\ Eastern,  net  Revenue 

' u « 


' Boston  and  Providence,  net  Revenue 

((  a << 


Boston  and  Maine,  net  Revenue 

u “ « 


Nashua  and  Lowell,  net  Revenue 

<t  U « 


New  Bedford  and  Taunton,  net  Revenue 

4f  a « 


Utica  and  Schenectady,  net  Revenue, 

iC  li  {( 


Utica  and  Syracuse,  net  Revenue 

((  ((  (4 


.183G, 

£22,4,50 

.1847, 

48,789 

£20,337  Inc.  in  11  years. 

.1842, 

£45,174 

.1847, 

85,040 

£39,872  Inc.  in  5 years. 

.1842 

£01,517 

.1847 

102,101 

£100,044  Inc.  in  5 years. 

£37,532 

00,189 

£28,057  Inc.  in  5 years. 

£30,911 

40,995 

- 

£10,084  Inc.  in  5 years. 

.1842 

£19,150 

,.1847 

72,811 

£53,001  Inc.  in  5 years. 

.1842 

£9,903 

.1847 

15,099 

£5,190  Inc.  in  5 years. 

.1842 

£8,105 

..1847 

11,030 

£2,925  Inc.  in  5 years. 

£48,198 

..1847 

110,117 

£07,919  Inc.  in  10  years. 

.1843 

£23,508 

.1847 

50,387 

£32,819  Inc.  in  4 years. 


26 


Auburn  and  Rochester,  net  Revenue 1 843  £22,073 

“ “ “ 1847  60,289 

£38,216  Inc.  in  4 years. 

Baltimore  and  Ohio,  net  Revenue 1838  £23,411 

“ “ “ 1847  127,777 

£104,366  Inc.  in  9 years. 

Michigan  Central,  Gross  Receipts  to' May  31,  1846  £69,369 
“ “ “ “ “ 1848  £90,009 

£21,640  Inc.  in  2 years. 

Camden  and  Amboy,  net  Revenue 1833  £45  250 

“ “ “ 1839  106,750 

£61,500  Inc.  in  6 years. 

Georgia  Rail-road,  net  Revenue 1841  £31 ,684 

“ “ “ 1847  62,692 

£31,008  Inc.  in  6 years. 

Georgia  Central,  net  Revenue 1843  £23,297 

“ “ “ 1847  42,849 

£19,652. Inc.  in  4 years. 

Concord  Rail-road,  net  Revenue 1847  £28,444 

“ “ “ 1848  32,634 

£4,190  Inc.  in  1 year. 

i Fitchburg  Rail-road,  net  Revenue 1845  £31,413 

^ “ 1848  57,717 

£26,304  Inc.  in  3 years. 


Utica  and  Schenectady  Rail-road,  78  miles  long,  cost  1836 £492,000 

The  Gross  ReceijUs  in  the  first  5^  years  after  it  was  opened  were. . 504,994 
The  net  Revenue  for  the  same  time  was 327,321 

Utica  and  Syracuse  Rail-road,  53  miles  long,  cost  1839 228,597 

The  Gross  Receipts  in  the  first  7 years  after  it  was  opened  were. . 312,203 
The  net  Revenue  tor  the  same  time  was 134,424 


Camden  and  Amboy  Rail-road,  98  miles  long,  (including  branches,) 

cost .........  805,000 

The  Gross  Receipts  from  this  Road  from  1833  to  1841,  inclusive, 

9 years,  were 1,5 10,699 

The  net  Revenue  for  the  same  time  was 786,964 


27 


NOTE  E. 


Statemknt  of  tlic  Amount  of  Aid  extended  to  various  Rail-rond  Corpora- 
tions l)v  the  State  ot  Massachusetts,  either  by  a Subscription  of*  Stock,  or 
Loan  ot’  its  Ciedit. 

April,  180G,  the  State  subscribed  to  tlie  Stock  of  the  Western 


Kail-road  Company $1,000,000 

Feb.,  18d8  the  State  loaned  its  Credit  to  the  same  Co 2,100  000 

March,  1817  do.  do.  do.  do 1,200.000 

Marci),  1841  do.  do.  do.  do 700,000 


Total  amount  of  Aid  to  the  Western  Rail-road $5,000,000 

March,  1837,  Loaned  to  the  Eastern  Rail-road  Company  500,000 

April,  1838,  do.  do.  do.  00,000 

March,  1837,  do.  Novuich  and  Worcester  do.  400,000 

April,  1837,  do.  Andover  and  Haverhill  do.  100,000 

— 1838,  do.  Nashua  and  Lowell  do.  ' 50.000 

— 1830,  do.  Boston  and  Maine  do.  100.000 


Total  amount  of  Aid  granted  by  the  State  of  Massachusetts  to 

different  Rail-road  Corporations $0,240,000 


Statement  of  the  amount  for  which  the  State  of  New  York  Loaned  its 
Creilit,  to  aid  in  the  construction  of  Rail-ways,  &c. 


To  the  New  York  and  Erie  Rail-road  Company $3,000  000 

“ Canajoharie  do.  300,000 

“ Hudson  and  Berkshire  do.  l.iO.OOO 

“ Ithaca  and  Oswego  do.  315.700 

“ Auburn  and  Syracuse  do.  200,000 

“ Auburn  and  Rochester  do.  i 200  COO 

“ Long  Island  do.  100,000 

“ Tonawanda  do.  100,000 

“ Schenectady  and  Troy  do.  100,000 

Delaware  and  Hud.<oii  Canal  Company  800,000 

“ Tioga  Coal,  Iron,  Mining  and  Manufacturing  Co 70,000 

“ Neversink  Navigation  Comj)any 10,000 


Total  amount  of  Aid  granted  by  the  State  of  New  York  to  vari- 
ous Corporations $5,345,700 


28 


NOTE  F. 

Statrmknt  of  Tonnnf^e  ascendit)*]^  niul  descending,  and  the  Total  of  both; 
the  Value  of  ascendiiifr  and  also  of  descending  Freight,  and  the  Total  of 
both;  and  tlie  Tolls  from  1842  to  1847,  inclusive,  on /the  New  York 
Canals. 


Year. 

7'ons  of 
up 

Freight. 

Value  of 
up 

Freight. 

Pounds. 

Tons  of 
down 
Freight. 

Value  of 
down 
Freight. 
Pounds. 

Total  value 
of  both. 
Pounds. 

Tolls. 

Pounds. 

1812 

570305 

9316399 

666626 

5687753 

15004152 

437299 

1843 

676,578 

119.55875 

836861 

7113352 

19069227 

520.397 

1844 

7974 92 1 

14184496 

1019094 

854.5792 

22730288 

611593 

1845 

780068 

1377.5231 

1204943 

1 1.363080 

25138311 

661545 

1846 

906343 

16126713 

1362319 

12776314 

28903027 

689026 

1847 

1125527 

19617753 

. 1744283 

18273103 

37890856 

908845 

Total.  1 

485G313I 

84976467 

6834126 

63759394 

148735861  1 3828705 

NOTE  G. 

Extract  from  the  Report  of  the  Canal  Commissioners^  1848. 


STATE  OF  NEW  YORK. 


The  following  Statements  are  presented  to  show  the  comparative  value  of 
business  ui)Oii  the  Canals  of  this  State.  Those  relating  to  the  Lakes  and 
New  Orleans  are  made  np  from  the  lleport  of  Honorable  Washington  Hunt, 
made  to  Congress. 


The  total  value  of  Imports,  exclusive  of  Specie,  into  the  United  States 

for  the  year  ending  30th  .June,  1848,  was $154,977,876 

The  Exports,  exclusive  of  S[)ecie,  for  the  same  j)eriod  were,  of 

domestic  productions $132,704,121 

Add  value  of  Foreign  Imports  which  were  after- 
wards exported 21,128,010 

$154,032,131 

The  total  value  of  all  articles  transported  on  the  Canals,  in 

1847,  was $151,563,428 


The  value  of  the  American  Lake  Corpmerce  for  the  same 
period  was  as  follows: 


Lake  Ontario 
Lake  Erie 
Upper  Lakes 


Imports. 

9,688.485 

51,4.50,975 

5,087,158 

66,226,618 


Exports. 

11,627.770 

58.147,058 

5,309,105 


Total  of  both. 

21,316,255 

109,598,033 

10,396,263 


75,083,933  141,310,551  $141,310,551 


The  value  of  Western  Products  received  at  New  Orleans, 

. for  1846  and  1847,  was $84,912,810 


29 


NOTE  H. 

Tables  sliowin"  the  efFeot  of  Internal  Improvements  on  the  value  of 
Pro})erty  in  the  City  of  New  York. 


Table  1st. — Chronolo"ical  Table  of  the  Assessed  Value  of  Real  and 
Personal  Estate  in  the  City  of  New  York,  during  the  three  Commercial 
Periods. 


First  period — From  1815  to  the  completion  of  the  Eric  Canal. 


Year 

Assessed  Valuation. 

Year.  Assessed  Valuation. 

1815. 

1820 

..  £17,384  938 

]816. 

20,5 18, .5.50 

1821 

..  17,071,268 

1817. 

19,723,930 

1822 

. 17,822,286 

1818. 

20,061,273 

1823 

. . 17,735,205 

1819. 

19,778,265 

1824 

..  20,768,919 

Second  Period — From  the  opening  of  the  Erie  Canal, 

to  1832. 

1825. 

£2.5,290,011  1 

1829 

. £28,131,504 

1826. 

26,869,445  | 

1 1830 '. 

. 31,322,129 

1827. 

28,052,982 

1831 

. 34,820,056 

1828. 

28,504,883  | 

1832 

. 36,575,654 

Third  Period — From  1833  to  1840. 

1833  . 

£41,623,797 

1837  

. £65,936.837 

1834  . 

46,637,128 

1838  

. 66,038,235 

1835 

54,680,926 

1839  

. 66,720,607 

1836  . 

77,375,230 

1840  

. 63,033,879 

During  the  latter  period,  namely,  since  1832,  about  470  miles  of  Rail- 
Road  have  been  completed  and  put  in  operation  in  the  State  of  New  York, 
besides  about  2500  miles  of  Rail-road  in  other  States.  Tims  it  will  appear 
that  since  the  introduction  of  the ^ Rail- road  System  the  value  of  Heal  and 
Personal  Property,  in  the  City  of  New  York,  has  increased  over  twenty-five 
millions  of  pounds. 


Table  2d.  — Chronological  Table  of  the  Assessed  Value  of  Real  Estate 
only  in  the  City  of  New  York  for  a series  of  years. 


Year.  Value  of  Real  Estate. 

1S20 £13,015,714 

1823  . 12,546,057 

1825  14,606,349 

1828  19,284,970 

1831  23,929,121 


Year.  Value  of  Real  Estate. 

1833  £28,531,142 

1834  30,812,330 

1836  58,435,576 

1839  49,235,033 

1840  46,780,429 


Increase  of  value  of  Real  Estate  in  New  York  since  1831,  almost  23 
millions  of  pounds. 


Assessed  value  of  Personal  Estate  in  1840,  £16,2.53,450 
Do.  do.  do.  1833,  13,091,744 


Increase, 


£3,161,706 


30 


NOTE  J. 

Tabular  Statement  of  the  Len;^th  and  Cost  of  the  Rail-ways  from  Albany 
to  the  Falls  of  Nia;,nira,  and  Net  Income  in  1848,  as  compiled  from  the 
Oflicial  Returns  made  to  the  State  Engineer  and  Surveyor,  January  20lh, 
1840. 


NAME  OF  RAIL-ROAD. 

Length  of  Road 
in  miles. 

1 

!■ 

Total  Cost. 

1 

.Average  Cost  per 
Mile. 

Net  Revenue  per 
cent,  on  Cost. 

Albany  and  Schenectady 

Utica  and  Schenectady 

Syracuse  and  Utica 

Auburn  and  Syracuse 

Auburn  and  Rochester 

Tonavvanda 

Attica  and  Buffalo 

Buffalo  ancTiNiagara  Falls  . . . . 

1 fi  9 1 
J 

78 

8 0 

26 

78 

43J- 

3ll 

22 

DOLLS. 

1,606,196 

3,227,946 

1,968,036 

1,125,886 

2,644,520 

974,865 

821,313 

250,396 

DOLLS. 

94,985 

41,384 

37,273 

43,303 

33,904 

22,410 

26,073 

11,381 

6A 

13tV 

10 

14* 

348xV\. 

Jlvrg. 

12t^o 

RECEIPTS  OF  BREADSTDFFS  AT  BOSTON. 


Flour. 

Corn. 

Oats. 

Rye. 

Shorts. 

Bbls. 

Bush. 

Bush. 

Bush. 

Bush. 

1847  — 

1,027,719 

2.584  528 

521,738 

50,256 

83,626 

1848  — 

935,578 

3,338,293 

384,368 

65,189 

48,988 

Flour  Received  at  Boston  from  the  Western  Rail-road. 

1847  — 514,676  Bbls.  1848  — 364,372  Bbls. 

(Exclusive  of  the  quantities  left  at  the  several  Towns  between  Albany  and 
Boston.) 

Official  value  of  the  Property  whicli  reached  the  Hudson  by  Canal. 

1847  — $73,092,414  1848  — $50,969,461 

Official  value  of  Property  forwarded  from  the  Hudson  by  Canal,  westward. 
1847  — $74,352,812  1848  — .$76,760,766 

Rail-roads  opened  in  Massachusetts  in  the  year  ending  30th  January,  1349, 
515  miles;  previously,  683  miles. — Total  opened,  1198. 


